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

Abstract

This relates to a controller for controlling a differential lock system in a vehicle with multiple wheels. [Solution] The controller comprises one or more processors collectively configured to receive wheel state information specific to at least two wheels. Furthermore, the controller is configured to determine a differential lock setting value indicating whether the differential lock should be engaged or disengaged, based on at least the wheel state information. The controller is also configured to output the differential lock setting value to the differential lock system in order to control the differential lock system to engage or disengage the differential lock based on the differential lock setting value. The present invention further relates to a differential lock system, an axle assembly, a method, and computer-readable instructions.

Description

Technical Field

[0001] The present disclosure relates to a controller for controlling a differential lock system. Aspects of the invention relate to differential lock systems, axle assemblies, methods, and computer-readable instructions.

Background Art

[0002] Currently, these systems require a vehicle operator to interface with a manual dash switch within the cab to operate these shift systems. Historically, extensive driver training has been required regarding the proper use of these systems to prevent damage to drive axle components due to improper use by the driver.

[0003] A locking differential can be considered a mechanical component typically used in a vehicle to overcome the limitations of a standard open differential by locking both wheels on an axle together as if they were on a common shaft. This forces both wheels to rotate in unison, which is particularly useful when one of the wheels lacks traction.

[0004] A locking differential can effectively overcome this limitation, but it can be difficult for a user to use the most preferred type of differential in a given situation.

[0005] The present invention aims to provide one or more improvements over the prior art. In particular, the present invention seeks to provide a control device for controlling a differential lock system, a differential lock system, an axle assembly, a method, and computer-readable instructions with improved performance and accessibility.

Summary of the Invention

[0006] Aspects and embodiments of the present invention provide control devices, differential lock systems, axle assemblies, methods, and computer-readable instructions for controlling a differential lock system, as described in the appended "Claims."

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

[0008] The controller comprises one or more processors collectively configured to receive wheel state information specific to at least two wheels, determine a differential lock setting value indicating whether the differential lock should be engaged or disengaged based on at least the wheel state information, and output the differential lock setting value to the differential lock system to control the differential lock system to engage or disengage the differential lock based on the differential lock setting value.

[0009] The controller according to the present invention enables the determination and output of the optimal setting for differential lock. In this way, the driver can adjust the differential lock according to the optimal setting without training, or the differential lock can be set automatically according to the set value.

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

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

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

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

[0014] Output can be understood as an operation to transmit, communicate, or otherwise make available the determined differential lock setting value. This operation may include various forms of signal transmission, data communication, or delivery of control commands, and may be performed at least via wired or wireless means, digital or analog methods, or via any suitable communication protocol or standard. The setting value may be output continuously, periodically, or based on specific conditions or events.

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

[0016] Advantageously, wheel speed may be accessed by wheel speed sensors, particularly anti-lock braking system (ABS) sensors. In this way, the differential lock setpoint can be efficiently determined. Comparing the speeds of the two wheels to determine the setpoint is quick and reliable. The wheel speed sensors may be configured as independent sensors, separate from the ABS sensors in particular.

[0017] Optionally, one or more processors are collectively configured to receive vehicle status information, and determining the differential lock setting value is based on at least wheel status information and vehicle status information.

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

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

[0020] All of the above variables, individually or in combination, may contain information that makes the determination of the differential lock setting more reliable. If the algorithm cannot determine a clear result regarding the differential lock setting, or if there is high uncertainty, it may be provided that at least vehicle status information is examined, or that more information about the vehicle status information is extracted in the form of the above variables.

[0021] Optionally, one or more processors are collectively configured to receive the state of a differential lock system, 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 setting value, making the decision more robust. The state of the differential lock system may include the duration of the differential lock being engaged or disengaged. This information can be advantageously used in combination with wheel condition information and / or vehicle condition information.

[0023] Optionally, one or more processors are collectively configured to output at least an engine brake or a master clutch setting value.

[0024] Controlling the engine brake and / or the master clutch can improve the synchronization of the differential lock clutch and lead to an improvement in vehicle stability and control.

[0025] Optionally, the engine brake or master clutch setting value is based at least on vehicle state information.

[0026] Optionally, one or more processors are further collectively configured to output a differential lock setting value to an indicator.

[0027] By indicating the differential lock setting value, the driver can accordingly adjust the differential lock, or become aware that the vehicle has engaged or disengaged the differential lock according to the setting value, and then can choose whether to follow this proposal.

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

[0029] The differential lock system according to the present invention enables the determination and output of an optimal setting of the differential lock. In this way, the driver can adjust the differential lock according to the optimal setting without undergoing training, or the differential lock can be automatically set according to the setting value.

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

[0031] Solenoid valves offer advantages such as rapid response time and high cycle speed due to their electromagnetic operating mechanism. Motor-driven valves provide precise control of overflow speed and position. On the other hand, medium-driven valves utilize the pressure or flow of the medium itself for operation, offering the advantage of self-operation without requiring an external power source.

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

[0033] Forming the actuator and controller as an assembly eliminates the need for separate mounting and wiring, thereby reducing system complexity and offering the advantages of compactness and ease of installation. Forming the actuator and controller separately provides flexibility in system design and maintenance, as it allows for the individual replacement or upgrade 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 configuration minimizes the distance and potential obstacles between the actuator and the differential lock, thereby reducing response time and improving the precision of the lock operation.

[0036] Optionally, the actuator is positioned on the outer surface of the differential lock housing.

[0037] Optionally, the valve is a solenoid valve located in either the front axle carrier housing or the rear axle carrier housing, and the solenoid valve controls both the front axle differential lock and the rear axle differential lock, preferably via pneumatics.

[0038] Valves that control both the front axle differential lock and the rear axle differential lock, preferably via pneumatic means, enable coordinated control of both axles and optimize vehicle performance over a wide range of operating conditions. This reduces the number of parts required, thereby lowering installation and maintenance costs.

[0039] Optionally, the actuator is positioned in a differential lock.

[0040] This configuration minimizes the distance and potential obstacles between the actuator and the differential lock, thereby reducing response time and improving the precision of the lock operation.

[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 speed. This configuration allows for immediate and precise adjustment of the differential lock based on wheel speed data, improving vehicle stability and performance. The use of a CAN bus, known for its robustness and error detection capabilities, ensures reliable data communication and contributes to the overall safety and efficiency of the vehicle's drivetrain system.

[0043] According to yet another aspect of the present invention, an axle assembly comprising a differential locking system or a controller according to the present invention is provided.

[0044] The axle assembly according to the present invention enables the determination and output of the optimal setting for differential lock. In this way, the driver can adjust the differential lock according to the optimal setting without training, or the differential lock can be set automatically according to the set value.

[0045] A further aspect of the present invention provides a method for controlling a differential lock system of a vehicle, the method comprising: receiving wheel state information specific to at least two wheels; determining a differential lock setting value based on at least the wheel state information; indicating whether the differential lock should be engaged or disengaged; and outputting the differential lock setting value to the differential lock system in order to control the differential lock system to engage or disengage the differential lock based on the differential lock setting value.

[0046] The method according to the present invention makes it possible to determine and output the optimal setting for differential lock. In this way, the driver can adjust the differential lock according to the optimal setting without training, or the differential lock can be set automatically according to the set value.

[0047] According to a further aspect of the present invention, a computer-readable instruction is provided which, when executed by a computer, is configured to carry out a method according to the present invention.

[0048] The computer-readable instructions according to the present invention enable the determination and output of the optimal setting for differential lock. In this way, the driver can adjust the differential lock according to the optimal setting without training, or the differential lock can be set automatically according to the set value.

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

[0050] The computer program according to the present invention enables the determination and output of the optimal setting for differential lock. In this way, the driver can adjust the differential lock according to the optimal setting without training, or the differential lock can be set automatically according to the set value.

[0051] According to further aspects of the present invention, a computer-readable medium storing a computer program product according to the present invention is provided.

[0052] The computer-readable medium according to the present invention enables the determination and output of the optimal setting for differential lock. In this way, the driver can adjust the differential lock according to the optimal setting without training, or the differential lock can be set automatically according to the set value.

[0053] Within the scope of this application, the various aspects, embodiments, examples, and alternative forms described in the preceding paragraphs, claims, and / or the following description and drawings, and in particular their individual features, are expressly intended to be adopted independently or in any combination. All embodiments and / or features of any embodiment may be combined in any way and / or combination, as long as such features are incompatible. The applicant reserves the right to modify any initially filed claim or to file any new claim as appropriate, including the right to amend any initially filed claim to rely on and / or incorporate any feature of any other claim, even if not initially so.

[0054] Further advantages and merits 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. [Brief explanation of the drawing]

[0055] Herein, one or more embodiments of the present invention will be described below, merely as examples, with reference to the accompanying drawings.

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

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

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

[0059] [Figure 4] This is a perspective view of the controller and valve.

[0060] [Figure 5] This is an overview of the method according to embodiments of the present invention. [Modes for carrying out the invention]

[0061] Figure 1 shows one aspect of the present invention, namely a control device 10 for controlling a differential lock system 100 of a vehicle 200 having a plurality of wheels 210.

[0062] As shown in Figure 5, the controller 10 comprises one or more processors collectively configured to receive wheel state information specific to at least two wheels 210 (310), determine a differential lock setting value indicating whether the differential lock should be engaged or disengaged based on at least the wheel state information (320), and output the differential lock setting value 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 setting value (330).

[0063] The differential lock 110 may be understood as a mechanical component configured to lock the differential, thereby allowing another rotating element on both wheels 210 or axle 220 to rotate together as if on a common shaft. Alternatively or additionally, the differential lock 110 may be understood as an inter-axle differential lock 111 configured to transmit speed equally to two or more axles when locked. This is shown in Figure 1. Furthermore, it has been shown that the differential lock 110 may be configured as an axle differential lock 112, in particular a front axle differential lock 113 and / or rear axle differential lock 114.

[0064] The controller 10 can be located at various positions within the vehicle 200. The vehicle 200 may be any type of vehicle having at least two wheels 210. Figure 1 shows a vehicle 200 having four wheels 210 connected via two axles 220, i.e., a front axle 221 and a rear axle 222. Needless to say, the vehicle 200 may have more than four wheels 210, such as six or eight wheels 210. Each wheel 210 may or may not be driven by a torque source, and each wheel 210 may or may not be steerable.

[0065] Vehicle 200 may include a propulsion system or torque source, which may 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 a combination thereof. Vehicle 200 may also include additional components such as a steering mechanism, a braking system, seating arrangement, storage compartments, or any other components that improve the functionality, comfort, or safety of the vehicle. Vehicle 200 may be used in a variety of environments and for a number of purposes, including transportation, recreation, sports, or any other suitable use. In particular, vehicle 200 may be configured as a commercial vehicle, especially a truck or heavy-duty truck. The specific configuration, size, shape, and materials of vehicle 200 may vary considerably to suit different use cases, 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. In this way, the driver can adjust the differential lock 110 according to the optimal setting without training, or the differential lock 110 can be set automatically according to the set value.

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

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

[0069] The differential setpoint can be understood as the state to which the differential lock 210 should conform to the wheel state information. The differential setpoint may be independent of the current state of the differential lock 110. An algorithm can be used to determine the differential setpoint. The algorithm may be configured to determine a setpoint corresponding to at least the minimum tire wear, the maximum traction force of the wheel 210, or a combination thereof.

[0070] The decision-making process 320 may be performed by an algorithm that includes a comparison between a given value and a predetermined threshold. The algorithm may be implemented in software, hardware, or a combination thereof, and may involve various computations or logical operations. This decision may yield at least a binary result (e.g., above or below the threshold, or engagement or disengagement of the differential lock) or a quantitative result (e.g., the extent to which the value exceeds the threshold, or the certainty that the differential should be engaged or disengaged). Specific decision methods, including algorithms and thresholds, may vary considerably depending on the application, available data, desired precision, and other factors.

[0071] For example, the differential setting may be determined by comparing the speed difference of at least two wheels with a threshold. For example, if the wheel speed difference exceeds a certain limit, e.g., 20 rpm, a differential lock setting may be involved.

[0072] Furthermore, a machine learning algorithm can be used to determine the differential lock setting value 110 based on wheel state information (320). The machine learning algorithm can be trained on a dataset that includes various wheel state parameters, including wheel speed, and their corresponding optimal differential lock setting values. The training process may involve learning the complex relationships between these parameters and the optimal setting values. Once trained, the algorithm can predict the optimal setting value for the differential lock 110, given real-time wheel state information. This approach enables dynamic adjustment of the differential lock 110, improving vehicle performance and safety.

[0073] Output 330 can be understood as an operation to transmit, communicate, or otherwise make available the determined setpoint of the differential lock 110. This operation may include various forms of signal transmission, data communication, or delivery of control commands, and may be performed at least via wired or wireless means, digital or analog methods, or via any suitable communication protocol or standard. The setpoint may be output continuously, periodically, or based on specific conditions or events.

[0074] Furthermore, the differential setpoint may be used to control the differential control lock 110. The control may be automatic, manual, or may provide an option for manual override of the determined differential control lock setpoint.

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

[0076] Advantageously, wheel speed may be accessed by a wheel speed sensor 160, particularly an anti-lock braking system (ABS) sensor. Figure 1 shows one sensor 160 for the right front wheel 210. To compare wheel speeds determined from sensors of the same type, there may be at least one sensor 160 for each wheel 210 on a single axle 220. Using the wheel speed sensors 160, the differential lock setpoint can be determined efficiently. Comparing the speeds of two wheels 210 to determine the setpoint is quick and reliable.

[0077] Optionally, one or more processors are collectively configured to receive vehicle status information, and determining the differential lock setting value is based on at least wheel status information and vehicle status information.

[0078] The vehicle status information, which will be explained in more detail in the following paragraphs, can make the determination of differential lock settings more reliable.

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

[0080] All of the above variables, individually or in combination, may contain information that makes the determination of the differential lock setting more reliable. If the algorithm cannot determine a clear result regarding the differential lock setting, or if there is high uncertainty, it may be provided that at least vehicle status information is examined, or that more information about the vehicle status information is extracted in the form of the above variables.

[0081] The differential lock setting may be provided as being determined based on a threshold for at least one of the following: vehicle speed, steering angle, lean angle, brake condition, or clutch condition. For example, the differential lock setting may be always released when the vehicle speed exceeds a threshold, particularly above 30 mph.

[0082] The vehicle condition information may include further variables that affect the wheels 210 at least indirectly. These could be, for example, the ambient temperature of the vehicle 200, which may affect the traction force the tires exert on the road. Another example is road conditions, which can be measured at least by sensors (e.g., by shock absorbers) or retrieved from a digital map.

[0083] A machine learning algorithm can be used to determine the differential lock setting value based on both wheel state information and vehicle state information, which may include at least vehicle speed, steering angle, tilt, brake state, or clutch state. The algorithm can be trained on a dataset containing at least one of these parameters and their corresponding optimal differential lock setting values. Through this training, the algorithm can learn the complex relationships between these parameters and the optimal differential lock setting values. Once trained, the algorithm can predict the optimal setting value of the differential lock 110, given real-time wheel and vehicle state information. This enables dynamic and responsive adjustment of the differential lock 110, thereby improving vehicle performance and safety under various conditions.

[0084] Optionally, one or more processors are collectively configured to receive the state of the differential lock system 100, 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 setting value, making the decision 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 combination with wheel state information and / or vehicle state information.

[0086] To determine the duration of engagement or disengagement of the differential lock 110, it may be provided that a timer is started as soon as the differential lock 110 switches its state.

[0087] Optionally, one or more processors are collectively configured to output either engine brake or master clutch setting values.

[0088] The engine brake setting may include engaging or disengaging the engine brake of the engine brake system. The engine brake system operates by generating a force that counteracts the rotation of the engine's crankshaft, thereby reducing the vehicle's speed. This can be achieved by various methods, including but not limited to stopping fuel injection, reducing or stopping exhaust flow, activating compression release brakes, or activating regenerative brakes. Generally, the engine brake system may be manually activated by the driver of the vehicle, or it may be automatically activated based on specific conditions such as vehicle speed, engine RPM, application of the brake pedal, or any other relevant parameters.

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

[0090] Controlling engine braking in conjunction with the differential can improve the stability and control of vehicle 200.

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

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

[0093] Optionally, one or more processors are further collectively configured to output a differential lock setting value to indicator 130 (340).

[0094] By indicating the differential lock setting value, the driver can adjust the differential lock 110 accordingly, or the driver can notice that the vehicle 200 has engaged or disengaged the differential lock 110 according to the setting value and then choose whether or not to follow this suggestion.

[0095] The indicator 130 may be configured as a visual, auditory, or tactile indicator 130. Figure 1 shows a visual indicator 130 which may have the form of a lamp. Furthermore, the indicator 130 may be a display on the multimedia display of the vehicle 200, or it may be shown on a head-up display.

[0096] There may be one indicator 130 for each differential lock 110, or there may be a single indicator 130 for the differential lock system 100.

[0097] In another embodiment, a differential lock system 100 is provided, comprising a controller 10 and an actuator configured to engage or disengage a differential lock 110 based on a differential lock setting value. In this embodiment, the actuator is a valve 120. However, in other embodiments, the actuator may 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 present invention is configured to determine and output the optimal setting of the differential lock 110. This provides at least the same advantages as those described in detail with respect to the controller 10.

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

[0100] Solenoid valves offer advantages such as rapid response time and high cycle speed due to their electromagnetic operating mechanism. Motor-driven valves provide precise control of overflow speed and position. On the other hand, medium-driven valves utilize the pressure or flow of the medium itself for operation, offering the advantage of self-operation without requiring an external power source.

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

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

[0103] Figure 4 shows the valve 120 and controller 10 as an assembly mounted on the differential lock 110. As shown, the valve 120 may be connected to the housing 140 of the differential lock 110.

[0104] This configuration minimizes the distance and potential obstacles between the valve 120 and the differential lock 110, thereby reducing response time and improving the precision of the lock operation.

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

[0106] In addition to minimizing the distance between the valve 120 and the differential lock 110 and potential obstructions, positioning the valve 120 outside the housing 140 offers the advantage of allowing access to the valve 120 without opening the housing 140 of the differential lock 110, thus minimizing maintenance costs.

[0107] Optionally, a valve 120, preferably a solenoid valve, is located in either the front axle differential lock 113 or the rear axle differential lock 114, and the valve 120 controls both the front axle differential lock 113 and the rear axle differential lock 114, preferably via pneumatic pressure.

[0108] Preferably via pneumatics, the valve 120 controls both the front axle differential lock 113 and the rear axle differential lock 114, enabling coordinated control of both axles 221 and 222, optimizing vehicle performance over a wide range of operating conditions. This reduces the number of parts required, thereby lowering installation and maintenance costs.

[0109] Optionally, valve 120 is positioned in the differential lock 110.

[0110] This configuration minimizes the distance and potential obstacles between the valve 120 and the differential lock 110, thereby reducing response time and improving the accuracy of the differential lock 110's operation.

[0111] Optionally, a bus 150, such as a CAN bus, is connected to the 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 provides the advantage of real-time and efficient transmission of wheel status information, particularly wheel speed. This configuration allows for immediate and accurate adjustment of the differential lock 110 based on wheel speed data, improving vehicle stability and performance. The use of a CAN bus, known for its robustness and error detection capabilities, ensures reliable data communication and contributes to the overall safety and efficiency of the vehicle's drivetrain system.

[0113] Bus 150, in particular the CAN bus, may be accessed in read-only mode. This requires fewer privileges and further improves the overall security of communications within the vehicle 200.

[0114] Figures 2 and 3 show two ways in which the bus 150 can be connected to the controller 10. As shown in Figure 2, the controller 10 can be directly connected to the bus 150 and the indicator 130. The controller 10 may also be directly connected to the valve 120 instead of being connected to the valve 120 via the bus 150. Furthermore, the controller 10 may be integrated into the valve 120 as shown in Figure 2.

[0115] Figure 3 shows a controller 10 connected to the bus 150 via a valve 120. Furthermore, the controller 10 may be connected to the bus 150 via an engine control unit (ECM). The controller 10 may also have a direct connection to an indicator 130.

[0116] In yet another embodiment, also shown in Figure 1, an axle assembly 400 is provided that includes a differential locking system 100 or a controller 10.

[0117] The axle assembly 400 is configured to determine and output the optimal setting for differential locking. This provides at least the same advantages as those described in detail with respect to the controller 10 and / or differential locking system 100.

[0118] The axle assembly 400 may further comprise at least one axle 220, in particular at least one front axle 221 or one rear axle 222. It may be even more advantageous to have at least two, three, or four axles 220, as this would complicate the driver's control of the differential if multiple axles had to be monitored.

[0119] The axle 220 may be operably connected to the vehicle structure and may be configured to transmit torque from the propulsion system to the wheels 210. The axle 220, in particular the front axle 221, may also include a steering mechanism that allows the wheels 210 to turn for directional control. The axle 220, in particular the rear axle 222, is primarily focused on power transmission but may be designed to steer the wheels 210 under certain conditions to enhance maneuverability. The axle assembly 400 may include additional components such as a suspension system, a braking system, or any other components that improve the functionality, safety, or comfort of the vehicle 200. The specific design, materials, and configuration of the axle assembly 400 may vary considerably depending on the type of vehicle 200, intended use, user preferences, and regulatory requirements.

[0120] In a further embodiment, a method 300 for controlling a differential lock system 110 of a vehicle 200 is provided, as shown in Figure 5, for example. The method 300 includes receiving wheel state information specific to at least two wheels (310), determining a differential lock setting value indicating whether the differential lock should be engaged or disengaged based on at least the wheel state information (320), and outputting the differential lock setting value 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 setting value (330).

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

[0122] Method 300 may be formed as a computer implementation method. The steps may be performed in the given order or in any other order. Furthermore, a single step or the entire method may be repeated. For example, receiving (310) and determining (320) may form a loop that is repeated more frequently than outputting (330). This may be used to avoid or disengage the differential lock 110 from optimal performance and safety conditions.

[0123] Method 300 may further include outputting a set value for engine braking or master clutch (335).

[0124] By controlling the engine brake or master clutch together with the differential, the optimal power and brake distribution on the wheels 210 can be improved, resulting in improved stability and control of the vehicle 200.

[0125] Optionally, the engine brake or master clutch setting value is based at least on vehicle status information.

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

Claims

1. A controller for controlling a differential lock system of a vehicle having multiple wheels, The controller comprises one or more processors, The one or more processors described above are: Receive wheel state information specific to at least two wheels, Based at least the wheel state information, a differential lock setting value is determined that indicates whether the differential lock should be engaged or disengaged. A controller collectively configured to output the differential lock setting value to the differential lock system in order to control the differential lock system to engage or disengage the differential lock based on the differential lock setting value.

2. The controller according to claim 1, wherein the wheel state information includes wheel speed, and / or determining the differential lock setting value includes comparing the speeds of the two wheels.

3. The controller according to claim 1, wherein the one or more processors are collectively configured to receive vehicle state information, and determining the differential lock setting value is based on at least the wheel state information and the vehicle state information.

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

5. The controller according to claim 1, wherein one or more processors are collectively configured to receive the state of the differential lock system, 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, wherein the one or more processors are collectively configured to output an engine brake setting value.

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

8. The controller according to any one of claims 1 to 7, wherein the one or more processors are further collectively configured to output the differential lock setting value to an indicator.

9. A differential lock system comprising: a controller according to claim 1; and an actuator configured to engage or disengage the differential lock based on the differential lock setting value.

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

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

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

13. The differential lock system according to claim 9, wherein the actuator is located in the differential lock.

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

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

16. The differential lock system according to claim 9, wherein the actuator is located in the front axle differential lock or the rear axle differential lock, and the actuator optionally controls both the front axle differential lock and the rear axle differential lock via pneumatic pressure.

17. The differential locking system according to claim 9, wherein a bus, such as a CAN bus, is connected to the controller for transmitting the wheel state information.

18. An axle assembly comprising at least one controller as described in claim 1.

19. An axle assembly comprising at least one differential locking system according to claim 9.

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