FORM 2
THE PATENTS ACT, 1970
(39 of 1970) THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
(See section 10; rule 13)
TITLE OF THE INVENTION
“METHOD AND SYSTEM FOR OPERATING A BRAKING SYSTEM IN
A VEHICLE”
TATA MOTORS LIMITED
Bombay House, 24 Homi Mody Street,
Hutatma Chowk, Mumbai 400 001,
Maharashtra, India; an Indian Company.
PREAMBLE TO THE DESCRIPTION
The following specification particularly describes the invention and the manner in
which it is to be performed

TECHNICAL FIELD
[0001] The present disclosure relates, in general, to management of braking system in a vehicle. Particularly, the present disclosure relates to a method and system for operating a braking system in a vehicle.
BACKGROUND
[0002] Conventionally, existing heavy commercial vehicles such as trucks which are in running condition are provided with a single steer configuration and twin steer configuration to reduce Turning Circle Diameter (TCD) and for controlling vehicle maneuvering. Further, existing vehicle systems are equipped with an Electronic stability control (ESC) unit that may be adapted for providing torque to an axle via a differential for vehicle used for heavy goods carrying application. This may provide better control on vehicle maneuvering on high speed and tight-corner braking.
[0003] However, the existing vehicle systems adapted for reducing the TCD may be inefficient in providing an effective maneuvering control of the vehicles with high lateral acceleration condition. This may cause higher impact on tyre life of the vehicle, TCD and vehicle maneuvering at high speed. As a result, the TCD may not be reduced. This may result in difficult driving conditions in vehicle at terrains, because vehicle operating conditions on a desired path does not corresponds to inputs provided by a user of the vehicle by the operating the vehicle steering system. Further, the existing vehicle system may encounter problems associated with lateral shift in the vehicle due to condition of lift axle and twin steering configuration. The condition of the lift axle is rigid due to which the existing vehicle systems did not correspond to inputs provided by a user with respect to following a desired path in the vehicle.
[0004] The information disclosed in this background of the disclosure section is only for enhancement of understanding of the general background of the invention

and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
SUMMARY
[0005] Disclosed herein is a system for operating a braking system in a vehicle. The system comprises a Variable Load Reduction Valve (VLRV). The VLRV comprises a left braking circuit and a right braking circuit. The VLRV is connected to a Vehicle Electronic Controller Unit (VECU) of the vehicle. The VECU is configured to receive real-time values corresponding to a plurality of predetermined axle steering parameters from one or more sensors associated with the vehicle. Further, the VECU is configured to determine a first predetermined pressure value corresponding to a lift axle of the vehicle based on the steering angle of the vehicle, load on the vehicle, the speed of the vehicle and currently operating gear of the vehicle. Further, the VECU is configured to provide an activation signal to the VLRV for activating one of the left braking circuit or the right braking circuit based on the steering angle of the vehicle. Further, the VECU is configured to provide a signal to one of the activated left braking circuit or the right braking circuit to change position of the lift axle by releasing pressure equivalent to the first predetermined pressure value.
[0006] Further, the present disclosure discloses a method for operating a braking system in a vehicle. The method comprises receiving, by a VECU, real-time values corresponding to a plurality of predetermined axle steering parameters from one or more sensors associated with the vehicle. The plurality of predetermined axle steering parameters comprises at least a steering angle of the vehicle and speed of the vehicle. Further, the method comprises determining, by the VECU, a first predetermined pressure value corresponding to a lift axle of the vehicle based on the steering angle of the vehicle, load on the vehicle, the speed of the vehicle and currently operating gear of the vehicle. Further, providing, by the VECU, an activation signal to the VLRV associated with the VECU, for activating one of a left braking circuit or a right braking circuit associated with the VLRV, based on

the steering angle of the vehicle. Further, the method comprises providing, by the VECU, a signal to one of the activated left braking circuit or the right braking circuit to change position of the lift axle by releasing pressure equivalent to the first predetermined pressure value.
[0007] 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 DRAWINGS
[0008] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, explain the disclosed principles. In the figures, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears. The same numbers are used throughout the figures to reference like features and components. Some embodiments of system and/or methods in accordance with embodiments of the present subject matter are now described, by way of example only, and regarding the accompanying figures, in which:
[0009] FIGs 1A-C depicts a schematic representation of a vehicle environment for operating a braking system in a vehicle, in accordance with some embodiments of the present disclosure;
[0010] FIG. 2 depicts a detailed block diagram of a Vehicle Electronic control Unit (VECU) for operating a braking system in a vehicle, in accordance with some embodiments of the present disclosure;
[0011] FIG. 3 depicts a flowchart illustrating a method for operating a braking system in a vehicle, in accordance with some embodiments of the present disclosure; and

[0012] FIG.4 shows an exemplary pictorial representation depicting a mechanical change in suspension system of a vehicle, according to some embodiments of the present disclosure.
[0013] It should be appreciated by those skilled in the art that any block diagrams herein represent conceptual views of illustrative systems embodying the principles of the present subject matter. Similarly, it will be appreciated that any flow charts, flow diagrams, state transition diagrams, pseudo code, and the like represent various processes which may be substantially represented in computer readable medium and executed by a computer or processor, whether such computer or processor is explicitly shown.
DETAILED DESCRIPTION
[0014] 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.
[0015] 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 in detail below. It should be understood, however that it is not intended to limit the disclosure to the specific forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.
[0016] The terms “comprises”, “comprising”, “includes”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, 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 device or method. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more

constraints, preclude the existence of other elements or additional elements in the system or method.
[0017] In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings that form a part hereof, and in which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
[0018] Disclosed herein is a system and method for operating a braking system in a vehicle. The system comprises a Variable Load Reduction Valve (VLRV). The VLRV comprises a left braking circuit and a right braking circuit. The VLRV is connected to a Vehicle Electronic Controller Unit (VECU) of the vehicle. The VECU is configured to receive real-time values corresponding to a plurality of predetermined axle steering parameters from one or more sensors associated with the vehicle. Further, the VECU is configured to determine a first predetermined pressure value corresponding to a lift axle of the vehicle based on the steering angle of the vehicle, load on the vehicle, the speed of the vehicle and currently operating gear of the vehicle. Further, the VECU is configured to provide an activation signal to the VLRV for activating one of the left braking circuit or the right braking circuit based on the steering angle of the vehicle. Further, the VECU is configured to provide a signal to one of the activated left braking circuit or the right braking circuit to change position of the lift axle by releasing pressure equivalent to the first predetermined pressure value. In some embodiments, the lift axle may be one of steerable lift axle and non-steerable lift axle.
[0019] Due to the additions in the constructional features and due to performing the aforementioned method, the present disclosure may result in achieving a Reduced Axle Reaction of Lift Axle (RARL) due which lateral shift may be reduced. Further,

the present disclosure may achieve selective braking in the vehicle which may lead to achieving better brake operating conditions in the vehicle. Advantages of the present disclosure are further elaborated at a later section of the description.
[0020] FIGs 1A-C depicts a schematic representation of a vehicle environment for operating a braking system in a vehicle, in accordance with some embodiments of the present disclosure.
[0021] FIG.1A depicts a schematic representation of a system (100a) for operating a braking system in a vehicle. In the context of the present disclosure, vehicle may be any vehicle that comprises inner and outer rear wheels on left-hand side and right-hand side of the vehicle. As an example, multi-axle truck, lorry and the like. In some embodiments, the system (100a) of the present disclosure includes a Variable Load Reduction Valve (VLRV) (104) and a Vehicle Electronic Control Unit (VECU) (103). Further, the system (100a) may include sensor 101-a to 101-n (also referred as one or more sensors 101) and a Lift Axle Control Valve (LACV) (102).
[0022] In some embodiments, the VLRV (104) may be connected to the VECU (103). As an example, the connection may include at least one of an electric connection, network based connection or mechanical connection. The VLRV (104) may include a left braking circuit (105) and a right braking circuit (106). The left braking circuit (105) may be associated with left inner rear wheel of the vehicle, and the right braking circuit (106) may be associated with right inner rear wheel of the vehicle. In some embodiments, each of the left braking circuit (105) and the right braking circuit (106) may include a solenoid valve. As shown in the FIG.1A, the left braking circuit (105) may include a left solenoid valve (109) and the right braking circuit (106) may include right solenoid valve (110). Further, each of the left braking circuit (105) and the right braking circuit (106) may include a Double Check Valve (DCV), i.e., the DCV (107) and (108) respectively.
[0023] Further, the VECU (103) may receive real time values corresponding to a plurality of predetermined axle steering parameters from the one or more sensors

(101) associated with the vehicle in response to applying the brakes of the vehicle. The predetermined axle steering parameters may include, but not limited to, at least one of steering angle of the vehicle and speed of the vehicle. In some embodiments, the predetermined axle steering parameters may also include yaw rate of the vehicle. The yaw rate of the vehicle is a measure of angular velocity of the vehicle that helps in understanding orientation of the vehicle. As an example, the one or more sensors (101) may include, but not limited to, a steering angle sensor that measures steering angle of the vehicle, vehicle speed sensor that measures speed of the vehicle and a yaw rate sensor that measures yaw rate of the vehicle. In some embodiments, the one or more sensors (101) may also include a load sensor that measures load on the vehicle and a gear indicator that detects operating gear of the vehicle.
[0024] In some embodiments, upon receiving the real-time values corresponding to the plurality of predetermined axle steering parameters from the one or more sensors (101), the VECU (103) may determine a first predetermined pressure value corresponding to a lift axle of the vehicle based on the steering angle of the vehicle, the load on the vehicle, the speed of the vehicle and currently operating gear of the vehicle. In some embodiments, the lift axle may be one of steerable lift axle and non-steerable lift axle. Further, the VECU (103) may provide an activation signal to the VLRV (104) for activating one of the left braking circuit (105) or the right braking circuit (106) based on the steering angle of the vehicle when the steering angle of the vehicle exceeds a predefined threshold activation angle. As an example, consider the predefined threshold activation angle is 720 degree. Therefore, when the steering angle of the vehicle exceeds 720 degree, the VECU (103) may provide the activation signal to the VLRV (104). Based on the activation signal, the VLRV (104) may activate one of the left braking circuit (105) or the right braking circuit (106). As an example, if the steering angle provides an indication that the steering has been turned towards a right direction, the VECU (103) may provide an activation signal along with the steering angle of the vehicle to the VLRV (104),

that in turn reads the activation signal and the steering angle and activates the right braking circuit (106).
[0025] Further, the VECU (103) may provide a signal to one of the activated left braking circuit (105) or the right braking circuit (106) to change position of the lift axle by releasing pressure equivalent to the first predetermined pressure value. In some embodiments, the braking system disclosed in the present disclosure is not limited to changing position of a single lift axle to release pressure. To achieve the desired TCD, the present disclosure can change position of the lift axle associated with more than one inner rear wheel on at least one side of the vehicle. As an example, consider a multi-axle vehicle has 3 inner rear wheels on each of the left hand side and right hand side of the vehicle. Consider the left braking circuit (105) has been activated. The present disclosure can change position of the lift axle for minimum one inner rear wheel and can change position of the lift axle for all the three inner rear wheels on the left-hand side of the vehicle. In some embodiments, upon changing the position of the lift axle by releasing pressure equivalent to the first predetermined pressure value, the VECU (103) may monitor the steering angle of the vehicle. In some embodiments, when one of the steering angle of the vehicle may be less than or equal to a predefined threshold angle or when a predefined time period has expired upon activation of one of the left braking circuit (105) or the right braking circuit (106), the VECU (103) may provide a deactivation signal to deactivate one of the activated left braking circuit (105) or the right braking circuit (106).
[0026] Detailed explanation of the left braking circuit (105) and the right braking circuit (106) and working of the solenoid valves (109 and 110) and DCVs (107 and 108) and Lift Axle Control Valve (LACV) (102) is depicted in FIG.1C.
[0027] FIG.1B depicts an exemplary system architecture (100b) associated with a system (100a) for operating a braking system in a vehicle. In some embodiments, the existing braking system has been enhanced with the system (100a) to achieve selective braking in the vehicle that allows applying variable pressure on rear inner

wheel of the vehicle on at least one side of the vehicle and reduces the TCD by reducing a lateral shift of the vehicle. The existing braking system includes a plurality of axles associated with, for instance, brake chambers (115a-b), lift brake chambers (117a-b), and brake actuators (118a-d). These plurality of axles may be connected to relay valves (112c-g). The relay valves (112a-g) may provide air signal to modulators (114a-f) from an air tank front (113). Further, the modulator (114a-f) may receive wheel speed signal through Automatic Braking System (not depicted in the FIGs). The modulator (114a) may function according to the air signal from the relay valves (112a-g) and wheel speed signal. The modulator (114a-f) may avoid locking of one of the inner wheels and the outer wheels. Due to the enhancement disclosed in the system (100a), the system (100a) may perform selective braking in the vehicle i.e., applying variable pressure on rear inner wheel of the vehicle on at least one side of the vehicle and reducing the TCD by reducing a lateral shift of the vehicle, by introducing construction and connections as shown in system (100a) with the existing braking system. The construction of system (100a) introduces additional components to the existing braking system to perform the embodiments of the present disclosure. As an example, the components that form the construction as disclosed in the system (100a) of the present disclosure may include, but not limited to, VECU (103), VLRV (104), a left braking circuit (105) and a right braking circuit (106). The VECU (103) is configured to provide an activation signal and a deactivation signal to the VLRV (104) to activate and deactivate one of the left braking circuit (105) or the right braking circuit (106) based on steering angle of the vehicle.
[0028] FIG.1C shows an exemplary construction (100c) of a left braking circuit
(105) or a right braking circuit (106) with existing braking system to release
pressure on the lift axle of the vehicle in accordance with some embodiments of the
present disclosure. In some embodiments, the lift axle may be one of steerable lift
axle and non-steerable lift axle. In some embodiments, the solenoid valve
configured in each of the left braking circuit (105) and the right braking circuit
(106) may include a gate valve (119a) which may perform one or more functions

related to releasing pressure as depicted below using Quick Release Valves (QRV) (120a, 120b) associated with the gate valve (119a). In some embodiments, the gate valve (119b) connected to a LACV (102) may be for releasing pressure from at least one lift bellow (125a, 125b) using a lift bellow relay valve (124) in normal driving conditions of the vehicle such as when the vehicle is moving in a straight direction without the need to turn in tight cornering situations. In some embodiments, Pressure Limiting Valves (PLV) (123a, 123b) may be used for limiting pressure release from at least one lift bellow (125a, 125b) or at least one main bellow (121a, 121b). As an example, the PLV (123a) may limit the pressure in at least one of the main bellow (121a) or the lift bellow (125a) to be at 6.1 bar. As an example, the PLV (123b) may limit release of the pressure in at least one of the main bellow (121a) or the lift bellow (125a) to a maximum extent of 0.3bar as shown in the FIG.1C. Similarly, as an example, the PLV (123c) may limit release of the pressure in at least one of the main bellow (121a) to a maximum extent of 3bar as shown in the FIG.1C.
[0029] In some embodiments, in the FIG.1C, the gate valve (119b), load sensing valve (122), the lift bellow relay valve (124), lift bellows (125a, 125b), main bellows (121a, 121b), PLVs (123a, 123b), air pressure tank (127) and the LACV (102) are components that form part of the existing braking system. In FIG.1C, the components such as the gate valve (119a) associated with the QRVs (120a, 120b), the PLV (123c), DCV (107/108), and the relay valve (112g) are components that form part of the braking system as disclosed in the present disclosure. In some embodiments, in the context of the present disclosure, the gate valve (119a) may also be referred as solenoid valve as the gate valve is operated via solenoids. The solenoid valve (gate valve 119a) may be configured to receive the signal related to changing position of the lift axle from the VECU (103). Further, the solenoid valve (gate valve 119a) may provide the signal to at least one QRV (120a-b) associated with the solenoid valve (gate valve 119a). The QRV (120a-b) may release pressure equivalent to the first predetermined pressure value from at least one main bellow (121a-b) of the vehicle to change the position of the lift axle. The DCV (107) may

track the release of the pressure such that, the pressure value does not exceed the first predetermined pressure value. As an example, as show in the FIG.1C, consider the predetermined pressure value is 3 bar which is limited using the PLV (123c). Therefore, the DCV (107) tracks the pressure release such that the pressure value does not fall beyond 3 bar which is limited using the PLV (123c).
[0030] FIG. 2 depicts a detailed block diagram (200) of a Vehicle Electronic control Unit (VECU) (103) for operating a braking system in a vehicle, in accordance with some embodiments of the present disclosure.
[0031] In some embodiments, the VECU (103) may include an I/O Interface (201) and a memory (202). The I/O interface (201) may be configured for receiving and transmitting an input signal or/and an output signal related to one or more operations of the VECU (103). In an embodiment, the memory (202) may store data (203) and one or more modules (204) of the VECU (103).
[0032] In some embodiments, the data (203) stored in the memory (202) may include, without limitation, values/texts related to parameter data (205), vehicle data (206), mapping data (207), pressure data (208), threshold data (209) and other data (210). In some implementations, the data (203) may be stored within the memory (202) in the form of various data structures. Additionally, the data (203) may be organized using data models, such as relational or hierarchical data models. The other data (210) may include various temporary data and files generated by the different components of the VECU (103).
In some embodiments, the parameter data (205) may include, but not limited to, predetermined axle steering parameters and real-time values corresponding to a plurality of the predetermined axle steering parameters. As an example, the plurality of the predetermined axle steering parameters may include, but not limited to, a steering angle of the vehicle and speed of the vehicle. In some embodiments, the plurality of the predetermined axle steering parameters may also include yaw rate of the vehicle.

[0033] In some embodiments, the vehicle data (206) may include, but not limited to, load on the vehicle and operating gear of the vehicle. In some embodiments, operating gear of the vehicle may be for instance, reverse gear, first gear, second gear, third gear and the like which help in driving the vehicle.
[0034] In some embodiments, the mapping data (207) may include, but not limited to, a prestored mapping table illustrating mapping of speed of the vehicle, operating gear of the vehicle, steering angle of the vehicle and load on the vehicle under various conditions. In some embodiments, result of mapping the aforementioned parameters may indicate position of the lift axle i.e., if the lift axle is in a “up” condition or a “down” condition. Further, result of mapping the aforementioned parameters may indicate reaction on front axle of the vehicle, rear axle of the vehicle and lift axle of the vehicle, and pressure on lift bellow (125a) of the vehicle and pressure on main bellow (121a) of the vehicle. Below Table -1A shows mapping table that includes mapping of speed of the vehicle, operating gear of the vehicle, steering angle of the vehicle at various conditions. As shown in the Table-1A, for example, when the operating gear of the vehicle is “Reverse gear”, speed of the vehicle is “any speed”, and steering angle of the vehicle is “ 223 & < 400”, “> 400 & < 650” and “>650”, then the Lift Axel (LA) is in “Up” condition indicated as “LA up”. Similarly, when the operating gear of the vehicle is any gear apart from reverse gear, speed of the vehicle is less than or equal to 5Km/hr, and steering angle of the vehicle is less than 223 degree, then the Lift LA is in “down” condition indicated as “LA down”. However, for the same condition of gear, if the steering angle is “> 223 & < 400”, and speed of the vehicle is between 5Km/hr and 10km/hr, then the lift axle faces a 6 ton reaction and the LA is in “up” condition indicated as “LA up”. Similarly rest of the entries in the mapping table (TABLE -1A) can be interpreted. In some embodiments, the lift axle may be one of steerable lift axle and non-steerable lift axle.

Mapping table for electrical braking system
Steering Wheel Angle ( degrees)
Reverse Gear status Vehicle Speed kmph ≤ 223 > 223 & < > 400 & < 400 650 > 650
Reverse Gear any LA up LA up LA up LA up
Rev Gear to Any Gear
Shift Post Ignition
Cycle ≤ 5 LA up LA up LA up LA up
Reverse Gear Not
Engaged and No
Reverse to any Gear
shifting post ignition
Cycle ≤ 5 LA Down 6 Ton reaction 6 Ton reaction 6 Ton reaction

>5 & ≤ 10
LA up LA up LA up

>10 & ≤ 20
LA Down

>20 & ≤ 30

> 30

LA Down LA Down
TABLE- 1A
[0035] Further, Below Table -1B shows mapping table that includes mapping of load on the vehicle, and steering angle of the vehicle at various conditions. In the below TABLE-1B, SW angle refers to “Steering Wheel Angle” which is also known as steering angle of the vehicle throughout the present disclosure. Further, Laden means loaded condition of the vehicle and unladen means “no load” condition of the vehicle. As shown in the Table-1B, for example, when the vehicle is loaded and is moving in a straight direction, reaction on front axle is 7000kg, reaction on lift axle is 12500Kg and, reaction on rear axle is 21000kg, pressure of the main bellow (121a) (also referred as main air spring pressure) is 6.1Bar, and

pressure on the lift bellow (125a) (also referred as lift air spring pressure) is 0 Bar. Similarly, for example, when the vehicle is loaded and is not moving in a straight direction with a steering angle of greater than 650 degrees, then reaction on front axle is 9544kg, reaction on lift axle is 6000Kg and, reaction on rear axle is 24956kg, pressure of the main bellow (121a) (also referred as main air spring pressure) is 3.0Bar, and pressure on the lift bellow (125a) (also referred as lift air spring pressure) is 0 Bar. Similarly rest of the entries in the mapping table (TABLE -1B) may be interpreted.

Vehicle Condition Front axle Reaction (kg) Lift axle
Reaction
(kg) Rear Axle reaction (kg) Main Air
spring Pressure Lift Air
spring
Pressure
Laden Straight (case 1) 7000 12500 21000 6.1 bar 0 bar
Laden Straight (case 2) 7000 12500 23000 6.1 bar 0 bar
Laden (Smart logic on with SW angle < 650 degrees) (case 1) 11905 0 28607 0.3 bar 8 bar
Laden (Smart logic on with SW angle < 650 degrees) (case 2) 11905 0 30607 0.3 bar 8 bar
Laden (Smart logic on with SW angle > 650 degrees) (case 1) 9544 6000 24956 3.0 bar 0 bar
Laden (Smart logic on with SW angle > 650 degrees) (case 2) 9544 6000 26956 3.0 bar 0 bar
Unladen Straight 0 0.3 bar 8.0 bar

Unladen (Smart logic on with SW angle < 650 degrees) 0 0.3 bar 8.0 bar
Unladen ( SW angle > 650) 0 0.3 bar 8.0 bar
TABLE-1B
[0036] In some embodiments, the pressure data (208) may include, but not limited to, a first predetermined pressure value and a second predetermined pressure value. The first predetermined pressure value may correspond to a lift axle of the vehicle, which is determined based on the steering angle of the vehicle, load on the vehicle, and currently operating gear of the vehicle. In some embodiments, currently operating gear of the vehicle may be the gear applied while steering the vehicle. In some embodiments, first predetermined pressure value and a second predetermined pressure value may be determined based on the prestored mapping table. In some embodiments, the prestored mapping table may be stored in a database associated with a LACV (102) of the vehicle. In other embodiments, the prestored mapping table may be stored in memory of the VECU (103).
[0037] In some embodiments, for example, consider a scenario such that the steering angle of the vehicle is greater than 650 degrees and load of the vehicle is high on the right side of the vehicle, and the currently operating gear of the vehicle is at second gear and lift axle reaction is at 12500 kgs, then in such a case the position of the lift axle is in a down condition. In such a case, the pressure value may be at 6.1 bar as depicted in the FIG. 1C. Further, based on the steering angle of the vehicle which is greater than 650 degrees and the speed of vehicle which is greater than 30kmph, there may be a requirement of releasing the pressure to the first predetermined pressure value in order to change the position of the lift axle. In this case, the first predetermined pressure value may be 3 bar as depicted in the FIG. 1C. Upon reducing the first predetermined pressure value from 6 bar to 3 bar,

due to which the position of the lift axle reaction may be reduced to 6000 kgs and this may result in change in the position of the lift axle.
[0038] In some embodiments, the second predetermined pressure value may be utilized to shift pressure to a rear axle of the vehicle to change a pivot point. The second predetermined pressure value may be determined based on a mapping table. Detailed explanation of the mapping table is depicted in the TABLE-1A and TABLE-1B.
[0039] In some embodiments, the threshold data (209) may include, but not limited to, threshold values associated with various aspects of the present disclosure. As an example, the threshold data (209) may include predefined threshold activation angle which when exceeded, enables the VECU (103) to provide an activation signal to VLRV (104). Further, the threshold data (209) may include predefined threshold deactivation angle which is used for checking if the steering angle is less than or equal to the predefined threshold deactivation angle which enables the VECU (103) to provide a deactivation signal to the VLRV (104). Further, the threshold data (209) may include predefined time period upon expiry of which the VECU (103) is enabled to provide the deactivation signal to the VLRV (104).
[0040] In some embodiments, the data (203) may be processed by the one or more modules (204) of the VECU (103). In some implementations, the one or more modules (204) may be communicatively coupled to the VECU (103) for performing one or more functions. In an implementation, the one or more modules (204) may include, without limiting to, a receiving module (211), a pressure value determining module (212), an activation/deactivation module (213), pressure releasing module (214) and other modules (215). In an embodiment, the other modules (215) may be used to perform various miscellaneous functionalities of the VECU (103). It will be appreciated that such one or more modules (204) may be represented as a single module or a combination of different modules. Each of the left braking circuit may be referred as left solenoid valve.

[0041] In some embodiments, the receiving module (211) may receive real-time values corresponding to a plurality of predetermined axle steering parameters from one or more sensors (101) associated with the vehicle. The one or more sensors (101) may include, without limiting to, a steering angle sensor, a vehicle speed sensor, and a yaw rate sensor. In some other embodiments, the one or more sensors (101) may include a load sensor and a gear indicating sensor. The plurality of predetermined axle steering parameters may include but not limited to at least a steering angle of the vehicle, yaw rate of the vehicle and speed of the vehicle. In some embodiments, the receiving module (211) may receive real-time values from the one or more sensors (101) in response to applying brakes of the vehicle. As an example, brakes of the vehicle may be applied when there is a requirement to slow down the vehicle, for instance to take a turn in the context of the present disclosure.
[0042] In some embodiments, the pressure value determining module (212) may determine a first predetermined pressure value corresponding to a lift axle of the vehicle based on the steering angle of the vehicle, load on the vehicle, the speed of the vehicle and currently operating gear of the vehicle. In some embodiments, the first predetermined pressure value may indicate the amount of the pressure that needs to be released from a lift axle of the vehicle corresponding to an inner rear wheel, to reduce reaction on the lift axle. In some embodiments, the pressure value determining module (212) may determine the first predetermined pressure value based on the prestored mapping table.
[0043] In some embodiments, the pressure value determining module (212) may compare the steering angle of the vehicle, the speed of the vehicle, the load on the vehicle and the currently operating gear of the vehicle with the prestored mapping table. The prestored mapping table may be stored in a database associated with a LACV (102) of the vehicle as depicted in TABLE 1A and TABLE 1B.
[0044] In some embodiments, axle reaction of lift axle may be mapped with the gear status of the vehicle at a plurality of the vehicle speeds to determine the predetermined steering wheel angle as depicted in the TABLE-1A. In some

embodiments, the pressure value determining module (212) may further be configured to determine the reaction and operation of the front axle, rear axle, lift axles, main air spring pressure, and lift air spring pressure for a plurality of vehicle conditions such as laden condition, unladen condition, unladen straight condition and the like at a predetermined steering wheel angle.
[0045] For example, consider a scenario such that vehicle speed is greater than 30 Kilometer per Hour (KMPH), steering wheel angle is greater than 650 degrees, vehicle condition is in laden condition and reaction of lift axle is upto 12500 kgs, then the position of the lift axle is in “LA down” condition. Then, in such an aforementioned case, the pressure value determining module (212) may compare the steering angle of the vehicle, the speed of the vehicle, the load on the vehicle and the currently operating gear of the vehicle with the prestored mapping table, in order to change the position of lift axle to an up condition, in other words to reduce reaction on the lift axle. Upon comparing with TABLE 1A and TABLE 1B, the pressure value determining module (212) may determine the first predetermined pressure value as “3.0Bar”, which means to change the position of lift axle to an up condition, or in other words to reduce reaction on the lift axle, the pressure on the lift axle must be released such that, the pressure reduces from 6.1 bar to 3 bar. This may result in reducing reaction on the lift axle upto 6000kgs. This may lead to reducing the lateral shift. Consider another scenario such that the speed is less than 5kmph, steering wheel angle is less than 223 degrees, front axle reaction is upto 11905 kgs, then there is no requirement of changing the position of the lift axle as per the TABLE-1A and TABLE-1B.
[0046] In some embodiments, the activation/deactivation module (213) may provide an activation signal to the VLRV (104) for activating one of the left braking circuit or the right braking circuit (106) based on the steering angle of the vehicle. In some embodiments, the activation signal may be provided when the steering angle of the vehicle exceeds a predefined threshold activation angle. For example, consider a scenario such that the predefined threshold activation angle is 650 degrees and the steering angle of the vehicle is determined to be 660 degrees, then

in such a case the activation signal is activated on either of the left braking circuit (105) or the right braking circuit (106). Consider another exemplary scenario such that, if a direction of the vehicle is determined to be right and the steering angle of the vehicle is determined to be 670 degrees, since the steering angle is exceeding the predefined threshold activation angle towards the right side the activation/deactivation module (213) may provide activation signal to the VLRV
(104) to activate the right braking circuit (106). In some embodiments, the left
braking circuit (105) is associated with left inner rear wheel of the vehicle, and the
right braking circuit (106) is associated with right inner rear wheel of the vehicle.
In some embodiments, upon receiving the activation signal, based on at least one
of the steering angle of the vehicle or yaw rate of the vehicle, the VLRV (104) may
determine whether the activation signal is for activating the left braking circuit
(105) or the right braking circuit (106). Accordingly, the VLRV (104) may activate
one of the left braking circuit (105) or the right braking circuit (106). In some
embodiments, if the signal is provided to the left braking circuit (105) , then the
position of the lift axle associated with the left braking circuit (105) is changed.
Similarly, if the signal is provided to the right braking circuit (106), then the
position of the lift axle associated with the right braking circuit (106) is changed.
[0047] Further, the pressure releasing module (214) may provide a signal to one of the activated left braking circuit or the right braking circuit (106) to change position of the lift axle by releasing pressure equivalent to the first predetermined pressure value. In some embodiments, each of the left braking circuit and the right braking circuit (106) comprises at least one of a solenoid valve and a DCV (107). As an example, consider the left braking circuit is activated based on at least one of the steering angle of the vehicle or yaw rate of the vehicle. In such a case, upon receiving the signal related to changing position of the lift axle from the VECU (103), the solenoid of the left braking circuit (also referred as left solenoid valve) may provide the signal to at least one QRV (120a) associated with the left solenoid valve. The left solenoid valve thereafter releases the pressure equivalent to the first predetermined pressure value from at least one main bellow (121a) of the vehicle

to change the position of the lift axle using at least one QRV (120a). Further, the DCV (107) may track the release of the pressure to not exceed the first predetermined pressure valve. In some embodiments, upon releasing pressure equivalent to the first predetermined pressure value from at least one main bellow (121a) of the vehicle, the reaction on the lift axle changes which in turn changes the position of the lift axle to “LA up” condition. In some embodiments, the one of the activated left braking circuit or the right braking circuit (106) may shift pressure equivalent to a second predetermined pressure value to a rear axle of the vehicle to change a pivot point, upon releasing the pressure equivalent to the first predetermined pressure value from at least one main bellow (121a) of the vehicle. This means that, when the pressure equivalent to the first predetermined pressure value is released from at least one main bellow (121a) of the vehicle, the released pressure should be shifted on to front axle of the vehicle or rear axle of the vehicle such that the reaction lifted from the lift axle gets compensated in order to change the pivot point. Therefore, the pressure value determining module (212) may determine the second predetermined pressure value based on the prestored mapping table such that the pressure equivalent to such second predetermined pressure value can be shifted to the rear axle. Consider the scenario discussed earlier, i.e., consider vehicle speed is greater than 30 Kilometer per Hour (KMPH), steering wheel angle is greater than 650 degrees, vehicle condition is in laden condition and reaction of lift axle is upto 12500Kgs, then the position of the lift axle is in “LA down” condition. Upon releasing pressure of 3.0 Bar, the reaction on the lift axle reduced to 6000Kgs. At the same time, as shown in the prestored mapping table, for instance in TABLE-1B, when the reaction on the lift axle reduced to 6000Kgs, the reaction on the rear axle increased to 24956Kgs from 21000Kgs. Therefore, in this case, the second predetermined pressure value may be approximately 3400Kgs, which when gets shifted to rear axle of the vehicle, the pivot point changes its position, thereby ensuring that the lateral shift of the vehicle is decreased that in turn results in achieving the desired TCD.

[0048] Further, in some embodiments, the activation/deactivation module (213) may send a deactivation signal to the VLRV (104) to deactivate one of the activated left braking circuit or the right braking circuit (106). In some embodiments, such deactivation may occur when one of the following conditions exist. For instance, the deactivation signal may be provided when the steering angle of the vehicle is less than or equal to a predefined threshold deactivation angle, or when a predefined time period expires upon activation of one of the left braking circuit or the right braking circuit (106). The below exemplary TABLE-2 provides an overview of when the activation/deactivation module (213) can infer on sending the deactivation signal.

Speed Turn Direction Steering Wheel Angle Left Solenoid Right solenoid Timing for activation
5 – 12 kmph Right < 720 deg OFF OFF NA
5 – 12 kmph Right > 720 deg OFF ON Brake should be released when either steering angle goes below 720 deg or 2 mins are passed after braking; whichever occurs first
5 – 12 kmph Left < 720 deg OFF OFF NA
5 – 12 kmph Left > 720 deg ON OFF Brake should be released when either steering angle goes below 720 deg or 2 mins are passed after braking; whichever occurs first
> 12
Kmph
or
< 5 kmph Left or Right Any angle OFF OFF NA
TABLE-2

[0049] As shown in the below TABLE-2, when the speed of the vehicle is between 5-12 Km/hr and the turn direction is left which means the left solenoid valve is activated when the steering angle of the vehicle was greater than 720 degree, the activation/deactivation module (213) may monitor whether the steering angle has reduced below 720 degree when the vehicle is being steered. Consider the steering angle reduced below 720 degree before the expiry of the predefined time period. In such cases, as per TABLE-2, the activation/deactivation module (213) may provide the deactivation signal to the VLRV (104) to deactivate the activate left solenoid valve. As per the TABLE-2, the exemplary predefined time period may be 2 minutes. Consider for instance, the steering angle did not reduce below 720 degree even after the expiry of the predefined time period i.e., 2 minutes. In such cases, upon expiry of the two minutes, the activation/deactivation module (213) may consider that the vehicle would have completed the turn and provide the deactivation signal to VLRV (104) to deactivate the left solenoid valve. In some other embodiments, at the expiry of 2 minutes, the activation/deactivation module (213) may even check whether the vehicle has completed turning based on the steering angle of the vehicle and yaw rate of the vehicle. In case the vehicle needs more time to turn, the activation/deactivation module (213) may wait for an additional period equal to the predefined time period before sending the deactivation signal to the VLRV (104). In yet other scenario consider that speed of the vehicle is greater than 12kmph, direction of the vehicle is left, and a steering angle of the vehicle is greater than 720 degrees then a deactivation signal is provided to the left braking circuit (105) after two minutes of activation of the left braking circuit (105). Consider another scenario such that speed of the vehicle is greater than 12kmph and a steering wheel angle is less than 720 degrees, then in such a case since the steering wheel angle is less than the predefined threshold activation angle which is 720 degrees, no deactivation signal may be provided to either one of the left braking circuit (105) or the right braking circuit (106). Similarly other conditions may be interpreted in the TABLE 2.

[0050] FIG. 3 depicts a flowchart illustrating a method (300) for operating a braking system in a vehicle, in accordance with some embodiments of the present disclosure.
[0051] At block 302, the method (300) includes receiving, by a VECU (103) of the vehicle, real-time values corresponding to a plurality of predetermined axle steering parameters from one or more sensors (101) associated with the vehicle. The plurality of predetermined axle steering parameters comprises at least a steering angle of the vehicle and speed of the vehicle.
[0052] At block 304, the method (300) includes determining, by the VECU (103), a first predetermined pressure value corresponding to a lift axle of the vehicle based on the steering angle of the vehicle, load on the vehicle, the speed of the vehicle and currently operating gear of the vehicle. In some embodiments, the lift axle may be one of steerable lift axle and non-steerable lift axle.
[0053] At block 306, the method (300) includes providing, by the VECU (103), an activation signal to VLRV (104) associated with the VECU (103), for activating one of a left braking circuit (105) or a right braking circuit (106) associated with the VLRV (104), based on the steering angle of the vehicle.
[0054] At block 308, the method (300) includes providing, by the VECU (103), a signal to one of the activated left braking circuit (105) or the right braking circuit (106) to change position of the lift axle by releasing pressure equivalent to the first predetermined pressure value.
[0055] FIG.4 shows an exemplary pictorial representation (400) depicting a mechanical change in suspension system of a vehicle, according to some embodiments of the present disclosure.
[0056] In an illustrated embodiment, as the pivot is determined on the at least one of the rear wheel brake, the corresponding axle move backwards during a road bump condition and further moves forward during rebound. Due to the conventional

path (402), the vehicle encounters problems during tight cornering situations. Such that, during the tight cornering conditions, an outer side of the wheel is configured to go into bump and inner side of the axle into rebound. By changing a position of a spring pivot (403) mechanically, the suspension system of the vehicle may achieve a desired path (401). Due to this change, pressure may be balanced out in such a way that equal load may be achieved on both inner and outer wheels during tight cornering conditions. Similarly, in the present disclosure, one of the activated left braking circuit (105) or the right braking circuit (106) may mechanically shift pressure equivalent to a second predetermined pressure value to a rear axle of the vehicle to change the pivot point, upon releasing the pressure equivalent to the first predetermined pressure value from at least one main bellow of the vehicle. In some embodiments, the second predetermined pressure value is determined based on the mapping table as depicted in TABLE-2.
[0057] Advantages of the present disclosure:
[0058] In some embodiments of the present disclosure, due to addition of the VECU with a predefined logic as depicted in the TABLE 1-2, solenoid valves, on a conventional circuitry of a pneumatic circuitry of a brake system of the vehicle, it may result in achieving a Reduced Axle Reaction of Lift Axle (RARL).
[0059] In some embodiments, the present disclosure provides an improved braking system for the vehicles with steerable lift axle and non-steerable lift axle. The improved braking system may be configured to form a pivot point on at least one side of the rear wheel and hence provides reduced axle reaction of lift axle (RARL).
[0060] The present disclosure is a smart maneuvering brake system (SMBS) which may be configured to reduce Turning Circle Diameter (TCD) of vehicle with steerable lift axle and non-steerable lift axle for enhanced operations in the vehicle.
[0061] The present disclosure provides the improved brake system that is configured to assist the vehicle to reduce understeer of vehicle by the creation of the pivot on inner wheel with selective braking on either wheels. This further

facilitates in reducing lateral shift, causing lesser stiffness on lift axle and pivot bush, and also caster reduction on front axle and rear spring pivot position shifted upward to induce oversteer behavior.
[0062] Further, the present disclosure may provide improved braking due to addition of selective braking to the existing braking. This may enable applying varying pressure on each of the rear wheels simultaneously while braking. The improved braking that may lead to change in position of lift axle of inner rear wheel of the vehicle and pivot point may be achieved due to addition of the VECU, and VLRV along with the left braking circuit and the right braking circuit, to pneumatic circuitry of an existing braking system of the vehicle.
[0063] In light of the technical advancements provided by the disclosed method and the control module, the claimed steps, as discussed above, are not routine, conventional, or well-known aspects in the art, as the claimed steps provide the aforesaid solutions to the technical problems existing in the conventional technologies. Further, the claimed steps clearly bring an improvement in the functioning of the system itself, as the claimed steps provide a technical solution to a technical problem.
[0064] The terms "an embodiment", "embodiment", "embodiments", "the embodiment", "the embodiments", "one or more embodiments", "some embodiments", and "one embodiment" mean "one or more (but not all) embodiments of the invention(s)" unless expressly specified otherwise.
[0065] The terms "including", "comprising", “having” and variations thereof mean "including but not limited to", unless expressly specified otherwise.
[0066] The enumerated listing of items does not imply that any or all the items are mutually exclusive, unless expressly specified otherwise. The terms "a", "an" and "the" mean "one or more", unless expressly specified otherwise.

[0067] A description of an embodiment with several components in communication with each other does not imply that all such components are required. On the contrary, a variety of optional components are described to illustrate the wide variety of possible embodiments of the invention.
[0068] When a single device or article is described herein, it will be clear that more than one device/article (whether they cooperate) may be used in place of a single device/article. Similarly, where more than one device/article is described herein (whether they cooperate), it will be clear that a single device/article may be used in place of the more than one device/article or a different number of devices/articles may be used instead of the shown number of devices or programs. The functionality and/or features of a device may be alternatively embodied by one or more other devices which are not explicitly described as having such functionality/features. Thus, other embodiments of invention need not include the device itself.
[0069] Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter. It is therefore intended that the scope of the invention be limited not by this detailed description, but rather by any claims that issue on an application based here on. Accordingly, the embodiments of the present invention are intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims.
[0070] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

Referral Numerals:

Referral number Description
100a System
101 One or more sensors
102 Lift Axle Control Valve (LACV)
103 Vehicle Electronic Control Unit (VECU)
104 Variable Load Reduction Valve (VLRV)
105 Left braking circuit
106 Right braking circuit
107,108 Double Check Valve (DCV)
109 Left Solenoid Valve
110 Right Solenoid Valve
112a,112b,112c,112d,112e 112f, 112g Relay Valve
113 Air tank front
114a,114b,114c,114d,114e 114f Modulator
115a, 115b Brake chamber
116 Air tank rear
117a, 117b Lift brake chamber
118a,118b, 118c,118d Brake actuator
119a, 119b Gate valve
120a,120b Quick Release Valve (QRV)
121a,121b Main Bellow
122 Load sensing valve
123a, 123b, 123c Pressure Limiting Valve (PLV)
124 Lift Bellow Relay Valve
125a,125b Lift bellow
126 Vehicle front

127 Air pressure tank
201 I/O interface
202 Memory
203 Data
204 One or more Modules
205 Parameter data
206 Vehicle data
207 Mapping data
208 Pressure data
209 Threshold data
210 Other data
211 Receiving module
212 Pressure determining module
213 Activation/Deactivation module
214 Pressure releasing module
215 Other modules
401 Desired path
402 Conventional path
403 Spring pivot
[0071]

WE CLAIM:
1. A system (100a) for operating a braking system in a vehicle, the system
(100a) comprising:
a Variable Load Reduction Valve (VLRV) (104) comprising
a left braking circuit (105) and
a right braking circuit (106), wherein the VLRV (104) is connected to a Vehicle Electronic Controller Unit (VECU) (103) of a vehicle; and
the VECU (103) configured to:
receive real-time values corresponding to a plurality of predetermined axle steering parameters from one or more sensors (101) associated with the vehicle, wherein the plurality of predetermined axle steering parameters comprises at least a steering angle of the vehicle and speed of the vehicle;
determine a first predetermined pressure value
corresponding to a lift axle of the vehicle based on the steering angle of the vehicle, load on the vehicle, the speed of the vehicle and currently operating gear of the vehicle;
provide an activation signal to the VLRV (104) for activating one of the left braking circuit (105) or the right braking circuit (106) based on the steering angle of the vehicle; and
provide a signal to one of the activated left braking circuit (105) or the right braking circuit (106) to change position of the lift axle by releasing pressure equivalent to the first predetermined pressure value.
2. The system (100a) as claimed in claim 1, wherein the VECU (103) is further
configured to:

provide a deactivation signal to the VLRV (104) to deactivate one of the activated left braking circuit (105) or the right braking circuit (106) when one of:
the steering angle of the vehicle is less than or equal to a predefined threshold deactivation angle; or
a predefined time period expires upon activation of one of the left braking circuit (105) or the right braking circuit (106).
3. The system (100a) as claimed in claim 1, wherein the VECU (103) receives the real-time values from the one or more sensors (101), in response to applying brakes of the vehicle.
4. The system (100a) as claimed in claim 1, wherein the plurality of predetermined axle steering parameters further comprises yaw rate of the vehicle.
5. The system (100a) as claimed in claim 1, wherein the VECU (103) provides the activation signal to the VLRV (104) when the steering angle of the vehicle exceeds a predefined threshold activation angle.
6. The system (100a) as claimed in claim 1, wherein the left braking circuit (105) is associated with left inner rear wheel of the vehicle, and the right braking circuit (106) is associated with right inner rear wheel of the vehicle.
7. The system (100a) as claimed in claim 1, wherein each of the left braking circuit (105) and the right braking circuit (106) comprises at least one of:
a solenoid valve configured to:

receive the signal related to changing position of the lift axle from the VECU (103);
provide the signal to at least one Quick Release Valve (QRV) (120a) associated with the solenoid valve; and
release the pressure equivalent to the first predetermined pressure value from at least one main bellow (121a) of the vehicle to change the position of the lift axle using the at least one QRV (120a); and
a Double Check Valve (DCV) (107) configured to track the release of the pressure to not exceed the first predetermined pressure value.
8. The system (100a) as claimed in claim 1, wherein to determine the predefined pressure value corresponding to the lift axle of the vehicle, the VECU (103) is configured to compare the steering angle of the vehicle, the speed of the vehicle, the load on the vehicle and the currently operating gear of the vehicle with a prestored mapping table, wherein the prestored mapping table is stored in a database associated with a Lift Axle Control Valve (LACV) (102) of the vehicle.
9. The system (100a) as claimed in claim 1, wherein the one of the activated left braking circuit (105) or the right braking circuit (106) is configured to shift pressure equivalent to a second predetermined pressure value to a rear axle of the vehicle to change a pivot point, upon releasing the pressure equivalent to the first predetermined pressure value from at least one main bellow (121a) of the vehicle, wherein the second predetermined pressure value is determined based on the mapping table.

10. The system (100a) as claimed in claim 1, wherein the one or more sensors (101) comprises at least one of a vehicle speed sensor, a steering angle sensor and a yaw rate sensor.
11. A method (300) of operating a braking system (100a) in a vehicle, the method (300) comprises:
receiving, by a Vehicle Electric Control Unit (VECU) (103)of the vehicle, real-time values corresponding to a plurality of predetermined axle steering parameters from one or more sensors (101) associated with the vehicle, wherein the plurality of predetermined axle steering parameters comprises at least a steering angle of the vehicle and speed of the vehicle;
determining, by the VECU (103), a first predetermined pressure value corresponding to a lift axle of the vehicle based on the steering angle of the vehicle, load on the vehicle, the speed of the vehicle and currently operating gear of the vehicle;
providing, by the VECU (103), an activation signal to a Variable Load Reduction Valve (VLRV) (104) associated with the VECU (103), for activating one of a left braking circuit (105) or a right braking circuit (106) associated with the VLRV (104), based on the steering angle of the vehicle; and
providing, by the VECU (103), a signal to one of the activated left braking circuit (105) or the right braking circuit (106) to change position of the lift axle by releasing pressure equivalent to the first predetermined pressure value.
12. The method (300) as claimed in claim 11 further comprises:
providing, by the VECU (103), a deactivation signal to the VLRV (104) to deactivate one of the activated left braking circuit (105) or the right braking circuit (106) when one of:

the steering angle of the vehicle is less than or equal to a predefined threshold deactivation angle; or
a predefined time period expires upon activation of one of the left braking circuit (105) or the right braking circuit (106).
13. The method (300) as claimed in claim 11, wherein the real-time values are received from the one or more sensors (101), in response to applying brakes of the vehicle.
14. The method (300) as claimed in claim 11, wherein the plurality of predetermined axle steering parameters further comprises yaw rate of the vehicle.
15. The method (300) as claimed in claim 11, wherein the activation signal is provided to the VLRV (104) when the steering angle of the vehicle exceeds a predefined threshold activation angle.
16. The method (300) as claimed in claim 11, wherein the left braking circuit (105) is associated with left inner rear wheel of the vehicle, and the right braking circuit (106) is associated with right inner rear wheel of the vehicle.
17. The method (300) as claimed in claim 11, wherein each of the left braking circuit (105) and the right braking circuit (106) comprises at least one of a solenoid valve and a DCV (107), to perform the method (300) comprising:
receiving, by the solenoid valve, the signal related to changing position of the lift axle from the VECU (103);
providing, by the solenoid valve, the signal to at least one QRV (120a) associated with the solenoid valve; and

releasing, by the solenoid valve, the pressure equivalent to the first predetermined pressure value from at least one main bellow (121a) of the vehicle to change the position of the lift axle using the at least one QRV (120a); and
tracking, by the DCV (107), the release of the pressure to not exceed the first predetermined pressure value.
18. The method (300) as claimed in claim 11, wherein determining the predefined pressure value corresponding to the lift axle of the vehicle comprises comparing the steering angle of the vehicle, the speed of the vehicle, the load on the vehicle and the currently operating gear of the vehicle with a prestored mapping table, wherein the prestored mapping table is stored in a database associated with a LACV (102) of the vehicle.
19. The method (300) as claimed in claim 11 further comprises shifting, by the one of the activated left braking circuit (105) or the right braking circuit (106), pressure equivalent to a second predetermined pressure value to a rear axle of the vehicle to change a pivot point, upon releasing the pressure equivalent to the first predetermined pressure value from at least one main bellow (121a) of the vehicle, wherein the second predetermined pressure value is determined based on the mapping table.
20. The method (300) as claimed in claim 1, wherein the one or more sensors (101) comprises at least one of vehicle speed sensor, steering angle sensor and yaw rate sensor.