Controller for controlling differential lock system, differential lock system, axle assembly, method, and computer readable instructions

Abstract

Aspects of the present disclosure relate to a controller for controlling a differential lock system of a vehicle having a plurality of wheels. The controller includes one or more processors that are collectively configured to receive wheel status information specific to at least two wheels. Further, the controller is configured to determine a differential lock setpoint based at least on the wheel status information, the differential lock setpoint indicating whether engagement or disengagement should be performed. In addition, the controller is configured to output the differential lock setpoint to the differential lock system to control the differential lock system to engage or disengage the differential lock based on the differential lock setpoint. The invention also relates to a differential lock system, an axle assembly, a method, and computer readable instructions.

Description

Technical Field

[0001] This disclosure relates to a controller for controlling a differential lock system. Aspects of the invention relate to a differential lock system, an axle assembly, a method, and computer-readable instructions. Background Technology

[0002] Currently, these systems require the vehicle operator to interact with manual dashboard switches in the cab to activate the shifting system. Historically, extensive driver training was required to ensure the correct use of these systems to prevent damage to drive axle components due to improper driver operation.

[0003] A locking differential can be considered a mechanical component commonly used in vehicles to overcome the limitations of a standard open differential by locking two wheels on an axle together (as if they were on a common axle). This forces the two wheels to rotate in sync, which is particularly useful when one wheel lacks traction.

[0004] While locking differentials can effectively overcome this limitation, it may be difficult for users to use the most advantageous type of differential in a given situation.

[0005] The object of this invention is to provide one or more improvements over the prior art. In particular, the invention seeks to provide controls for controlling a differential lock system, a differential lock system, an axle assembly, a method, and computer-readable instructions that have improved performance and accessibility. Summary of the Invention

[0006] Various aspects and embodiments of the present invention provide a controller for controlling a differential lock system, a differential lock system, an axle assembly, a method, and computer-readable instructions as claimed in the appended claims.

[0007] According to one aspect of the invention, a controller is provided for controlling a differential lock system of a vehicle having multiple wheels.

[0008] The controller includes one or more processors that are collectively configured to: receive wheel state information specific to at least two wheels; determine a differential lock setpoint based at least on the wheel state information, the differential lock setpoint indicating whether the differential lock should engage or disengage; and output the differential lock setpoint to the differential lock system to control the differential lock system to engage or disengage the differential lock based on the differential lock setpoint.

[0009] The controller according to the invention allows for the determination and output of the optimal setting for the differential lock. Thus, the driver can adjust the differential lock according to the optimal setting without training, or the differential lock can be automatically set based on a setpoint.

[0010] A differential lock can be understood as a mechanical component configured to lock the differential, allowing two wheels or another rotating element to rotate together on an axle as if on a common axle. Alternatively or otherwise, a differential lock can be understood as an inter-axle differential lock configured to transmit torque equally on two or more axles when locked.

[0011] A controller can be understood as a device configured to at least notify, direct, or regulate the behavior of other devices or systems. A controller may operate under the control of at least a stored program, may be configured to execute algorithms, or may be programmable by a user. A controller may receive input from at least a user, sensors, or other devices, and may provide outputs to other devices based on these inputs.

[0012] Wheel status information can refer to information specific to the current characteristics of at least two wheels. Wheel status information may include information specific to at least one pair of wheels on an axle, all wheels of the vehicle, or at least all wheels controlled by a differential lock system.

[0013] The differential setpoint can be understood as the state the differential lock should be in based on wheel condition information. The differential setpoint can be independent of the current state of the differential lock. An algorithm can be used to determine the differential setpoint. This algorithm can be configured to determine a setpoint corresponding at least to minimum tire wear, maximum wheel traction, or a combination thereof.

[0014] The output can be understood as the action of transmitting, conveying, or otherwise providing a defined setpoint for the differential lock. This action can involve various forms of signal transmission, data communication, or control command delivery, and can be performed at least via wired or wireless means, digital or analog methods, or through any suitable communication protocol or standard. The setpoint can be output continuously, periodically, or based on certain conditions or events.

[0015] Optionally, wheel status information includes wheel speed, and / or determining the differential lock setpoint includes comparing the speeds of the two wheels.

[0016] Advantageously, wheel speeds can be accessed by wheel speed sensors, particularly anti-lock braking system (ABS) sensors. This allows for efficient determination of the differential lock setpoint. Comparing the speeds of the two wheels to determine the setpoint is fast and reliable. Wheel speed sensors can be configured as independent sensors, particularly independent of the ABS sensors.

[0017] Optionally, one or more processors are jointly configured to receive vehicle status information and determine the differential lock setpoint based at least on wheel status information and vehicle status information.

[0018] Vehicle status information can make the determination of differential lock setpoints more reliable.

[0019] Optionally, the vehicle status information includes at least vehicle speed, steering angle, tilt, brake status, or clutch status.

[0020] All the variables mentioned above may include, individually or in combination, information that makes the determination of the differential lock setpoint more reliable. It may be stipulated that if the algorithm cannot determine a definite result for the differential lock setpoint or the uncertainty is high, then at least vehicle status information should be queried, or more information about the vehicle status information should be retrieved in the form of the variables mentioned above.

[0021] Optionally, one or more processors are jointly configured to receive the state of the differential lock system, wherein the state of the differential lock system includes at least whether the differential lock is engaged or disengaged.

[0022] In this way, the state of the differential lock can be taken into account when determining the differential lock setpoint, making the determination more robust. The state of the differential lock system can include the duration of differential lock engagement or disengagement. This information can be advantageously used in conjunction with wheel state information and / or vehicle state information.

[0023] Optionally, one or more processors are configured together to output at least the engine brake or main clutch setpoint.

[0024] Controlling engine braking and / or the main clutch can improve the synchronization of the differential lock clutch, thereby enhancing vehicle stability and control.

[0025] Optionally, the engine brake or main clutch setpoint is based at least on vehicle status information.

[0026] Optionally, one or more processors are also configured to output the differential lock setpoint to an indicator.

[0027] By indicating the differential lock setpoint, the driver can adjust the differential lock accordingly, or notice whether the vehicle engages or disengages the differential lock according to the setpoint, and then choose whether to follow the recommendation.

[0028] According to another aspect of the invention, a differential lock system is provided, the differential lock system including an actuator and a controller according to the invention, the actuator being configured to engage or disengage the differential lock based on a differential lock setpoint.

[0029] The differential lock system according to the invention allows for the determination and output of optimal settings for the differential lock. Thus, the driver can adjust the differential lock according to the optimal settings without training, or the differential lock can be automatically set based on a setpoint.

[0030] Optionally, the actuator is a valve. Optionally, the valve is configured as at least one of the following: a solenoid valve, a motor-driven valve, or a media-driven valve.

[0031] Solenoid valves offer the advantages of fast response time and high cycle rate due to their electromagnetic actuation mechanism. Motor-driven valves provide precise control of overflow rate and position. On the other hand, media-driven valves utilize the pressure or flow of the media itself for actuation, thus providing the benefit of self-operation without requiring an external power source.

[0032] Alternatively, the actuator and controller may be formed as an assembly or separately.

[0033] Forming the actuator and controller into an assembly offers the advantages of compactness and ease of installation, as it eliminates the need for separate installation and wiring, thereby reducing system complexity. Separating the actuator and controller provides flexibility in system design and maintenance, as it allows for the individual replacement or upgrading of either component without interfering with the other, potentially leading to cost savings and improved system adaptability.

[0034] Optionally, the actuator is connected to the housing of the differential lock.

[0035] This arrangement minimizes the distance between the actuator and the differential lock, as well as potential obstacles, thereby reducing response time and enhancing the accuracy of lock activation.

[0036] Alternatively, the actuator is disposed on the outer surface of the differential lock housing.

[0037] Alternatively, the valve is a solenoid valve disposed on the front axle bracket housing or the rear axle bracket housing, wherein the solenoid valve preferably controls both the front axle differential lock and the rear axle differential lock via air pressure.

[0038] The valves that preferably control both the front axle differential lock and the rear axle differential lock via air pressure allow for coordinated control of both axles, thereby optimizing vehicle performance over a wide range of driving conditions. This reduces the number of required parts, and thus lowers installation and maintenance costs.

[0039] Optionally, the actuator is located on the differential lock.

[0040] This arrangement minimizes the distance between the actuator and the differential lock, as well as potential obstacles, thereby reducing response time and enhancing the accuracy of lock activation.

[0041] Optionally, a bus (preferably a CAN bus) is connected to the controller to transmit wheel status information.

[0042] Connecting a bus (preferably a CAN bus) to the controller that controls the differential lock system offers the advantage of real-time and efficient transmission of vehicle status information, particularly wheel speeds. This setup allows for immediate and precise adjustment of the differential lock based on wheel speed data, thereby enhancing vehicle stability and performance. The use of the CAN bus, renowned for its robustness and error detection capabilities, ensures reliable data communication, contributing to the overall safety and efficiency of the vehicle's drivetrain.

[0043] According to another aspect of the invention, an axle assembly is provided, which includes a differential lock system according to the invention or a controller according to the invention.

[0044] The axle assembly according to the invention allows for the determination and output of optimal settings for the differential lock. Thus, the driver can adjust the differential lock according to the optimal settings without training, or the differential lock can be automatically set based on a setpoint.

[0045] According to another aspect of the invention, a method for controlling a differential lock system of a vehicle is provided, the method comprising: receiving wheel state information specific to at least two wheels; determining a differential lock setpoint based at least on the wheel state information, the differential lock setpoint indicating whether the differential lock should be engaged or disengaged; and outputting the differential lock setpoint to the differential lock system to control the differential lock system to engage or disengage the differential lock based on the differential lock setpoint.

[0046] The method according to the invention allows for the determination and output of the optimal setting for the differential lock. Thus, the driver can adjust the differential lock according to the optimal setting without training, or the differential lock can be automatically set based on a setpoint.

[0047] According to yet another aspect of the invention, computer-readable instructions are provided, which, when executed by a computer, are arranged to perform the method according to the invention.

[0048] The computer-readable instructions according to the invention allow for the determination and output of optimal settings for the differential lock. Thus, the driver can adjust the differential lock according to the optimal settings without training, or the differential lock can be automatically set based on a setpoint.

[0049] According to yet another aspect of the invention, a computer program is provided that, when executed by a computer, causes the computer to perform the method of the invention.

[0050] The computer program according to the invention allows for the determination and output of optimal settings for the differential lock. Thus, the driver can adjust the differential lock according to the optimal settings without training, or the differential lock can be automatically set based on a setpoint.

[0051] According to yet another aspect of the invention, a computer-readable medium is provided on which a computer program product according to the invention is stored.

[0052] The computer-readable medium according to the invention allows for the determination and output of optimal settings for the differential lock. Thus, the driver can adjust the differential lock according to the optimal settings without training, or the differential lock can be automatically set based on a setpoint.

[0053] Within the scope of this application, it is expressly intended that the various aspects, embodiments, examples, and alternatives set forth in the foregoing paragraphs, in the claims, and / or in the following description and drawings, and specifically their individual features, may be adopted independently or in any combination. All embodiments and / or features of any embodiment may be combined in any manner and / or in any combination, unless such features are incompatible. The applicant reserves the right to amend any originally filed claim or accordingly file any new claim, including the right to modify any originally filed claim to be subordinate to any other claim and / or incorporate any feature of any other claim, even though it was not initially claimed in this manner.

[0054] Further advantages and benefits of the present invention will become apparent from the following detailed description of at least one exemplary embodiment for carrying out the invention, with reference to the accompanying drawings. Attached Figure Description

[0055] One or more embodiments of the invention will now be described by way of example only with reference to the accompanying drawings, wherein:

[0056] Figure 1 This is a top view of the controller, differential lock system, and axle assembly according to an embodiment of the present invention;

[0057] Figure 2 This is a schematic overview diagram showing the controller;

[0058] Figure 3 This is another schematic overview diagram showing the controller;

[0059] Figure 4 It is a perspective view of the controller and valve; and

[0060] Figure 5 An overview diagram illustrating a method according to an embodiment of the present invention is shown. Detailed Implementation

[0061] Figure 1 An aspect of the invention is illustrated by a controller 10 for controlling a differential lock system 100 of a vehicle 200 having a plurality of wheels 210.

[0062] like Figure 5 As shown, the controller 10 includes one or more processors that are collectively configured to: receive wheel state information specific to at least two wheels 210; determine a differential lock setpoint 320 based at least on the wheel state information, the differential lock setpoint indicating whether the differential lock should engage or disengage; and output the differential lock setpoint 330 to the differential lock system 100 to control the differential lock system 100 to engage or disengage the differential lock 110 based on the differential lock setpoint.

[0063] Differential lock 110 can be understood as a mechanical component configured to lock the differential, causing another rotating element on the two wheels 210 or axle 220 to rotate together as if on a common axle. Alternatively or otherwise, differential lock 110 can be understood as an inter-axle differential lock 111 configured to transmit speed equally on two or more axles when locked. This is in Figure 1 As shown in the figure. In addition, it is illustrated that the differential lock 110 can be configured as an axle differential lock 112, particularly a front axle differential lock 113 and / or a rear axle differential lock 114.

[0064] The controller 10 can be located at various positions within the vehicle 200. The vehicle 200 can be any type of vehicle with at least two wheels 210. Figure 1 A vehicle 200 is shown with four wheels 210 connected via two axles 220 (front axle 221 and rear axle 222). Of course, the vehicle 200 may have more than four wheels 210, such as six or eight wheels 210. Each wheel 210 may be driven by a torque source or not, and each wheel 210 may be steerable or non-steerable.

[0065] Vehicle 200 may include a propulsion system or torque source, which can be any system capable of providing force to move the vehicle, including but not limited to a pedal mechanism, an internal combustion engine, an electric motor, or combinations thereof. Vehicle 200 may also include additional components such as a steering mechanism, braking system, seating arrangement, storage compartments, or any other components that enhance the functionality, comfort, or safety of the vehicle. Vehicle 200 can be used in a variety of environments and for a variety of purposes, including transportation, recreation, sports, or any other suitable application. In particular, vehicle 200 can be configured as a commercial vehicle, especially a truck or van. The specific configuration, size, shape, and materials of vehicle 200 can vary widely to accommodate different usage conditions, user preferences, and regulatory requirements. Vehicle 200 is designed to be robust, efficient, and easy to use and maintain.

[0066] The controller 10 is configured to determine 320 and output 330 the optimal setting for the differential lock 110. This allows the driver to adjust the differential lock 110 according to the optimal setting without training, or to automatically set the differential lock 110 based on a setpoint.

[0067] Controller 10 can be understood as a device configured to at least notify, direct, or regulate the behavior of other devices or systems. Controller 10 may operate under the control of at least a stored program, may be configured to execute an algorithm, or may be programmable by a user. Controller 10 may receive input from at least a user, sensors such as wheel speed sensor 160, or other devices, and may provide outputs to other devices based on these inputs.

[0068] Wheel status information may refer to information specific to the current characteristics of at least two wheels 210. Wheel status information may include information specific to at least one pair of wheels 210 on an axle 220, all wheels 210 of the vehicle 200, or at least all wheels 210 controlled by the differential system 100.

[0069] The differential setpoint can be understood as the state that the differential lock 210 should be in based on wheel status information. The differential setpoint can be independent of the current state of the differential lock 110. An algorithm can be used to determine the differential setpoint. This algorithm can be configured to determine a setpoint that corresponds at least to the minimum tire wear, the maximum traction of wheel 210, or a combination thereof.

[0070] The process of determining 320 can be performed by an algorithm that may involve comparing a given value with a predetermined threshold. This algorithm can be implemented in software, hardware, or a combination thereof, and may involve various computational or logical operations. The determination may yield at least a binary result (e.g., above or below a threshold, engagement or disengagement of the differential lock) or a quantitative result (e.g., the degree to which the value exceeds the threshold or a certainty that the differential should be engaged or disengaged). Specific methods for determining the algorithm and threshold can vary widely depending on the application, available data, desired accuracy, and other factors.

[0071] For example, the differential setpoint can be determined by comparing the speed difference between at least two wheels to a threshold. For instance, if the wheel speed difference is higher than a certain limit (e.g., 20 rpm), the differential lock setpoint can be engaged.

[0072] Additionally, machine learning algorithms can be used to determine the setpoint of the 320 differential lock 110 based on wheel state information. The machine learning algorithm can be trained on a dataset including various wheel state parameters (including wheel speeds) and their corresponding optimal differential lock setpoints. The training process may involve learning the complex relationships between these parameters and the optimal setpoints. Once trained, the algorithm can predict the optimal setpoint of the differential lock 110 in real time given wheel state information. This method allows for dynamic adjustment of the differential lock 110, thereby enhancing vehicle performance and safety.

[0073] Output 330 can be understood as an action that transmits, delivers, or otherwise provides a defined setpoint for the differential lock 110. This action may involve various forms of signal transmission, data communication, or control command delivery, and may be performed at least via wired or wireless means, digital or analog methods, or through any suitable communication protocol or standard. The setpoint may be output continuously, periodically, or based on certain conditions or events.

[0074] In addition, the differential setpoint can be used to control the differential control lock 110. Control can be automatic, manual, or an option can be provided to determine the differential control lock setpoint for manual over-control.

[0075] Optionally, wheel status information includes wheel speed, and / or determining the differential lock setpoint includes comparing the speeds of the two wheels 210.

[0076] Advantageously, wheel speed can be accessed by wheel speed sensor 160, and in particular by anti-lock braking system (ABS) sensor. Figure 1A sensor 160 is shown for the right front wheel 210. For each wheel 210 on an axle 220, at least one sensor 160 may be present to compare wheel speeds determined from sensors of the same type. The wheel speed sensor 160 allows for efficient determination of the differential lock setpoint. Comparing the speeds of two wheels 210 to determine the setpoint is fast and reliable.

[0077] Optionally, one or more processors are jointly configured to receive vehicle status information and determine the differential lock setpoint based at least on wheel status information and vehicle status information.

[0078] The vehicle status information described in more detail in the following paragraphs makes the determination of the differential lock setpoint more reliable.

[0079] Optionally, the vehicle status information includes at least vehicle speed, steering angle, tilt, brake status, or clutch status.

[0080] All the variables mentioned above may include, individually or in combination, information that makes the determination of the differential lock setpoint more reliable. It may be stipulated that if the algorithm cannot determine a definite result for the differential lock setpoint or the uncertainty is high, then at least vehicle status information should be queried, or more information about the vehicle status information should be retrieved in the form of the variables mentioned above.

[0081] It can be specified that the differential lock setpoint will be determined based on a threshold value of at least one of the following: vehicle speed, steering angle, tilt, brake status, or clutch status. For example, the differential lock setpoint can always be disengaged when the vehicle speed is above the threshold (especially above 30 mph).

[0082] Vehicle status information may include additional variables that at least indirectly affect wheel 210. This could be, for example, the ambient temperature of vehicle 200, which can affect the traction the tires have on the road. Another example would be road conditions, which could be measured at least by sensors (e.g., by shock absorbers) or retrieved from a digital map.

[0083] Machine learning algorithms can be used to determine the differential lock setpoint based on both wheel state information and vehicle state information, which may include at least vehicle speed, steering angle, tilt, brake status, or clutch status. The algorithm can be trained on a dataset including at least one of these parameters and their corresponding optimal differential lock setpoints. This training allows the algorithm to learn the complex relationships between these parameters and the optimal differential lock setpoint. Once trained, the algorithm can predict the optimal setpoint for differential lock 110 given real-time wheel and vehicle state information. This allows for dynamic and responsive adjustment of differential lock 110, thereby improving vehicle performance and safety under changing conditions.

[0084] Optionally, one or more processors are jointly configured to receive the state of the differential lock system 100, wherein the state of the differential lock system 100 includes at least whether the differential lock 110 is engaged or disengaged.

[0085] In this way, the state of the differential lock 110 can be taken into account when determining the differential lock setpoint, making the determination more robust. The state of the differential lock system 100 may include the duration of engagement or disengagement of the differential lock 110. This information can be advantageously used in conjunction with wheel state information and / or vehicle state information.

[0086] To determine the duration of engagement or disengagement of the differential lock 110, it can be specified that a timer is started once the differential lock 110 switches its state.

[0087] Optionally, one or more processors are configured together to output the engine brake or main clutch setpoint.

[0088] Engine brake setpoints can include whether the engine brake system is engaged or disengaged. An engine brake system operates by generating a force opposite to the rotation of the engine crankshaft, thereby reducing the vehicle's speed. This can be achieved through various methods, including but not limited to stopping fuel injection, reducing or stopping exhaust flow, activating a compression release brake, or activating regenerative braking. Typically, the engine brake system can be manually activated by the vehicle operator or automatically activated based on certain conditions, such as vehicle speed, engine RPM, brake pedal application, or any other relevant parameters.

[0089] At least the engine brake or transmission output torque can be configured to synchronize the speed of the clutch with the differential housing. Synchronization can be understood as aligning the RPMs of the clutch and differential housing by applying torque at least through the transmission or engine brake.

[0090] Controlling engine braking and the differential can enhance the stability and control of the vehicle.

[0091] Optionally, the engine brake setpoint is based at least on vehicle status information.

[0092] Vehicle status information can make the determination of engine brake setpoints more reliable.

[0093] Optionally, one or more processors are also configured to send the differential lock setpoint output 340 to the indicator 130.

[0094] By indicating the differential lock set point, the driver can adjust the differential lock 110 accordingly, or notice that the vehicle 200 engages or disengages the differential lock 110 according to the set point, and then choose whether to follow the suggestion.

[0095] The indicator 130 can be configured as a visual, auditory, or tactile indicator 130. Figure 1 A visual indicator 130, which may be in the form of a light, is shown. Furthermore, the indicator 130 may be an indicator on the multimedia display of the vehicle 200 or displayed on a head-up display.

[0096] Each differential lock 110 may have one indicator 130, or the differential lock system 100 may have a single indicator 130.

[0097] According to another embodiment, a differential lock system 100 is provided, which includes a controller 10 and an actuator configured to engage or disengage a differential lock 110 based on a differential lock setpoint. In this embodiment, the actuator is a valve 120. However, in other embodiments, the actuator can be any suitable type, such as an electric actuator, a pneumatic actuator, or a hydraulic actuator.

[0098] The differential lock system 100 according to the invention is configured to determine and output optimal settings for the differential lock 110. It provides at least the same advantages as those described in detail using the controller 10.

[0099] Optionally, valve 120 is configured as at least one of the following: a solenoid valve, a motor-driven valve, or a media-driven valve.

[0100] Solenoid valves offer the advantages of fast response time and high cycle rate due to their electromagnetic actuation mechanism. Motor-driven valves provide precise control of overflow rate and position. On the other hand, media-driven valves utilize the pressure or flow of the media itself for actuation, thus providing the benefit of self-operation without requiring an external power source.

[0101] exist Figure 1 In the diagram, valve 120 and controller 10 are shown arranged separately on differential lock 110. However, valve 120 and controller 10 may also be an assembly, or controller 10 may be integrated into valve 120.

[0102] Forming the valve 120 and controller 10 into an assembly offers the advantages of compactness and ease of installation, as it eliminates the need for separate installation and wiring, thereby reducing system complexity. Separating the valve 120 and controller 10 provides flexibility in system design and maintenance, as it allows for the individual replacement or upgrading of either component without interfering with the other, potentially resulting in cost savings and improved system adaptability.

[0103] Figure 4 The valve 120 and controller 10 are illustrated as an assembly located on the differential lock 110. As shown, the valve 120 can be connected to the housing 140 of the differential lock 110.

[0104] This arrangement minimizes the distance between valve 120 and differential lock 110 and potential obstacles, thereby reducing response time and enhancing the accuracy of lock activation.

[0105] Optionally, valve 120 is disposed on the outer surface of housing 140 of differential lock.

[0106] In addition to minimizing the distance and potential obstructions between valve 120 and differential lock 110, arranging valve 120 outside housing 140 also provides the advantage of making valve 120 accessible without opening housing 140 of differential lock 110, thereby minimizing maintenance costs.

[0107] Optionally, valve 120 (preferably a solenoid valve) is arranged on the front axle differential lock 113 or the rear axle differential lock 114, wherein valve 120 preferably controls both the front axle differential lock 113 and the rear axle differential lock 114 via air pressure.

[0108] The valve 120, which preferably controls both the front axle differential lock 113 and the rear axle differential lock 114 via air pressure, allows for coordinated control of the two axles 221, 222, thereby optimizing vehicle performance over a wide range of driving conditions. This reduces the number of required parts and thus lowers installation and maintenance costs.

[0109] Optionally, valve 120 is arranged on differential lock 110.

[0110] This arrangement minimizes the distance between valve 120 and differential lock 110 and potential obstacles, thereby reducing response time and enhancing the accuracy of differential lock 110 activation.

[0111] Optionally, bus 150 (such as CAN bus) is connected to controller 10 to transmit wheel status information.

[0112] Connecting a bus 150, such as a CAN bus, to the controller 10 that controls the differential offers the advantage of real-time and efficient transmission of wheel status information, particularly wheel speed. This setup allows for immediate and precise adjustment of the differential lock 110 based on wheel speed data, thereby enhancing vehicle stability and performance. The use of the CAN bus, renowned for its robustness and error detection capabilities, ensures reliable data communication, contributing to the overall safety and efficiency of the vehicle's drivetrain.

[0113] Bus 150 (especially the CAN bus) can be accessed in read-only mode. This requires less privilege and further improves the overall security of communication within vehicle 200.

[0114] Figure 2 and Figure 3 Two methods are illustrated for connecting bus 150 to controller 10. For example... Figure 2 As shown, controller 10 can be directly connected to bus 150 and indicator 130. It can also be specified that controller 10 is directly connected to valve 120, rather than connected to valve 120 via bus 150. Furthermore, controller 10 can be integrated into valve 120, such as... Figure 2 As shown.

[0115] Figure 3 The controller 10 is shown connected to the bus 150 via valve 120. It may also be specified that the controller 10 is connected to the bus 150 via the engine control unit (ECM). The controller 10 may also have a direct connection to the indicator 130.

[0116] According to also Figure 1 Another aspect illustrated is an axle assembly 400 that includes a differential lock system 100 or a controller 10.

[0117] The axle assembly 400 is configured to determine and output optimal settings for the differential lock. It provides at least the same advantages as those described in detail using the controller 10 and / or the differential lock system 100.

[0118] The axle assembly 400 may also include at least one axle 220, particularly at least one front axle 221 or rear axle 222. Since controlling the differential becomes more complex for the driver when multiple axles must be monitored, it may be even more advantageous to provide at least two, three or four axles 220.

[0119] Axle 220 is operatively connected to the vehicle's structure and can be configured to transmit torque from the propulsion system to the wheels 210. Axle 220 (particularly the front axle 221) may also include a steering mechanism that allows the wheels 210 to pivot for directional control. While primarily focused on power delivery, axle 220 (particularly the rear axle 222) may also be designed to steer the wheels 210 under certain conditions to enhance maneuverability. Axle assembly 400 may include additional components such as suspension systems, braking systems, or any other components that enhance the functionality, safety, or comfort of vehicle 200. The specific design, materials, and configuration of axle assembly 400 can vary widely depending on the type of vehicle 200, its intended use, user preferences, and regulatory requirements.

[0120] According to another aspect, a method 300 is provided for controlling a differential lock system 110 of a vehicle 200, for example, such as... Figure 5 As shown. Method 300 includes: receiving 310 wheel state information specific to at least two wheels; determining 320 a differential lock setpoint indicating whether the differential lock should be engaged or disengaged, based at least on the wheel state information; and outputting the differential lock setpoint 330 to the differential lock system 100 to control the differential lock system 100 to engage or disengage the differential lock 110 based on the differential lock setpoint.

[0121] Method 300 can determine and output the optimal settings for the differential lock 110. It provides at least the same advantages as those described in detail using the controller 10 and / or the differential lock system 100 and / or the axle assembly 400.

[0122] Method 300 can be formulated as a computer-implemented method. The steps can be performed in the provided order or any other order. Furthermore, individual steps or the entire method can be repeated. For example, receiving 310 and determining 320 can form a loop that repeats more frequently than output 330. This can be used to avoid engaging or disengaging the differential lock 110 under optimal performance and safety conditions.

[0123] Method 300 may also include output 335 engine brake or main clutch setpoint.

[0124] Controlling the engine brake or the main clutch and differential can improve the optimal power and braking distribution on the wheels 210, thereby enhancing the stability and control of the vehicle 200.

[0125] Optionally, the engine brake or main clutch setpoint is based at least on vehicle status information.

[0126] The invention has been described above with reference to one or more specific embodiments. However, this description is not exhaustive, and the invention is not limited to the described embodiments. Various changes and modifications may be made without departing from the scope of the invention (as defined in the claims).

Claims

1. A controller for controlling a differential lock system of a vehicle having multiple wheels, the controller comprising one or more processors, the one or more processors being collectively configured to: Receive wheel status information specific to at least two wheels. The differential lock setpoint is determined based at least on the wheel state information; the differential lock setpoint indicates whether the differential lock should engage or disengage. The differential lock setpoint is output to the differential lock system to control the differential lock system to engage or disengage the differential lock based on the differential lock setpoint.

2. The controller according to claim 1, The wheel status information includes wheel speed, and / or determining the differential lock setpoint includes: Compare the speeds of the two wheels.

3. The controller according to claim 1, The one or more processors are collectively configured to receive vehicle status information and determine the differential lock setpoint based at least on the wheel status information and the vehicle status information.

4. The controller according to claim 3, The vehicle status information mentioned therein includes at least vehicle speed, steering angle, tilt, brake status, or clutch status.

5. The controller according to claim 1, The one or more processors are collectively configured to receive the state of the differential lock system, wherein the state of the differential lock system includes at least whether the differential lock is engaged or disengaged.

6. The controller according to claim 1, The one or more processors are collectively configured to output the engine brake setpoint.

7. The controller according to claim 6, The engine brake setpoint is based at least on the vehicle status information.

8. The controller according to any one of the preceding claims, The one or more processors are also collectively configured to output the differential lock setpoint to an indicator.

9. A differential lock system, the differential lock system comprising an actuator and a controller according to claim 1, the actuator being configured to engage or disengage the differential lock based on a differential lock setpoint.

10. The differential lock system according to claim 9, The actuator is configured as at least one of the following: a solenoid valve, a motor-driven valve, or a media-driven valve.

11. The differential lock system according to claim 9, The differential lock mentioned therein is at least an inter-axle differential lock or an axle differential lock.

12. The differential lock system according to claim 9, The actuator and the controller are formed as an assembly.

13. The differential lock system according to claim 9, The actuator is disposed on the differential lock.

14. The differential lock system according to claim 9, The actuator is connected to the housing of the differential lock.

15. The differential lock system according to claim 9, The actuator is disposed on the outer surface of the housing of the differential lock.

16. The differential lock system according to claim 9, The actuator is disposed on a front axle differential lock or a rear axle differential lock, wherein the actuator may optionally control both the front axle differential lock and the rear axle differential lock via air pressure.

17. The differential lock system according to claim 9, The bus is connected to the controller to transmit the wheel status information; the bus may be a CAN bus.

18. An axle assembly, the axle assembly comprising at least the controller according to claim 1.

19. An axle assembly comprising at least the differential lock system according to claim 9.

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