Controllable driveline disengagement and / or engagement

Abstract

A system and method for controlling a driveline engagement of a vehicle. The system is configured to perform the method, which includes one or more of the following: determining when a vehicle transitions to an off state; in response to the vehicle transitioning to the off state, disengaging a wheel of the vehicle from a drivetrain of the vehicle through actuation of a clutch used to couple the wheel to an axle of the drivetrain of the vehicle; determining when the vehicle transitions to an on state; and in response to the vehicle transitioning to the on state, engaging the wheel of the vehicle with the drivetrain of the vehicle through actuation of the clutch; determining whether the vehicle is in a tow mode; and / or in response to determining the vehicle transitioning to the off state and determining the vehicle is in the tow mode, disengaging the wheel of the vehicle from the drivetrain of the vehicle through actuation of the clutch.

Description

CONTROLLABLE DRIVELINE DISENGAGEMENT AND / OR ENGAGEMENTTECHNICAL FIELD

[0001] This disclosure relates generally to vehicle drivelines and, more particularly, to controlling engagement and / or disengagement of wheels to drivelines of large trucks and / or other vehicles.BACKGROUND

[0002] Wheeled vehicles include wheels and one or more prime movers, like an internal combustion engine and / or an electric motor, to rotatably drive the wheels. Some such vehicles may drive the wheels directly with an electric motor. Other such vehicles also or instead may include a drivetrain located between the prime mover and the wheels and including an axle to change drive rotation from a longitudinal direction along a length of the vehicle to a transverse direction. The latter vehicles also may include a drive shaft coupled to an input side of the axle and axle shafts extending transversely away from the axle and coupled to the wheels. Some vehicles further may include multiple sets of wheels and multiple axles, usually two rear axles and two sets of wheels driven via the axles. In any case, all such wheels include wheel hubs that couple the wheels (e.g., wheel rim and tire mounted on the rim) to a drivetrain axle shaft or an electric motor shaft. Some wheel hubs include wheel hub clutches configured to disconnect (and reconnect) wheels from a prime mover, for example, to improve fuel economy when a vehicle with multiple driven rear axles is traveling at highway speeds, or to convert a vehicle from four-wheel-drive mode to two-wheel-drive mode.SUMMARY

[0003] According to embodiments, a system and method for controlling a driveline engagement of a vehicle are disclosed. The system is configured to perform the method, which includes one or more of the following: determining when a vehicle transitions to an off state; in response to the vehicle transitioning to the off state, disengaging a wheel of the vehicle from a drivetrain of the vehicle through actuation of a clutch used to couple the wheel to an axle of the drivetrain of the vehicle; determining when the vehicle transitions to an on state; and in response to the vehicle transitioning to the on state, engaging the wheel of the vehicle with the drivetrain of the vehicle through actuation of the clutch; determining whether the vehicle is in a tow mode; and / or in response to determining the vehicle transitioning to the off state and determining the vehicle is in the tow mode, disengaging the wheel of the vehicle from the drivetrain of the vehicle through actuation of the clutch.BRIEF DESCRIPTION OF THE DRAWINGS

[0004] FIG. l is a perspective view according to an illustrative embodiment of a truck according to the present disclosure and including a vehicle system, particularly a driveline disengagement system for controlling engagement of one or more wheel end hubs with one or more axles, according to the present disclosure.

[0005] FIG. 2 is a perspective view of another truck according to the present disclosure and shown towing additional trucks according to the present disclosure, each of which may incorporate the automatic driveline disengagement system of FIG. 1, according to the present disclosure.

[0006] FIG. 3 is a schematic block diagram of a vehicle system configured according to one or more of the methods disclosed herein, according to a first embodiment of a vehicle system.

[0007] FIG. 4 is a schematic block diagram of a vehicle system configured according to one or more of the methods disclosed herein, according to a second embodiment of a vehicle system.

[0008] FIG. 5 is a schematic block diagram of a vehicle system configured according to one or more of the methods disclosed herein, according to a third embodiment of a vehicle system.

[0009] FIG. 6 is a schematic block diagram of a vehicle system configured according to one or more of the methods disclosed herein, according to a fourth embodiment of a vehicle system.

[0010] FIG. 7 is a schematic block diagram of a vehicle system configured according to one or more of the methods disclosed herein, according to a fifth embodiment of a vehicle system.

[0011] FIG. 8 is a schematic block diagram of a vehicle system configured according to one or more of the methods disclosed herein, according to a sixth embodiment of a vehicle system.

[0012] FIG. 9 is a schematic block diagram of a vehicle system configured according to one or more of the methods disclosed herein, according to a seventh embodiment of a vehicle system.

[0013] FIG. 10 is a flowchart illustrating a method of controlling a driveline engagement of a vehicle, according to a first embodiment.

[0014] FIG. 11 is a flowchart illustrating a method of controlling a driveline engagement of a vehicle, according to a second embodiment.

[0015] FIG. 12 is a flowchart illustrating a method of controlling a driveline engagement of a vehicle, according to a third embodiment.

[0016] FIG. 13 is a flowchart illustrating a method of controlling a driveline engagement of a vehicle, according to a fourth embodiment.

[0017] FIG. 14 is a flowchart illustrating a method of controlling a driveline engagement of a vehicle, according to a fifth embodiment.

[0018] FIG. 15 is a schematic block diagram of a vehicle having a plurality of axles, each for driving wheels of the vehicle, and further being configured to control disengagement or engagement of one or more wheels on multiple axles of the vehicle.

[0019] FIG. 16 is a schematic block diagram of a vehicle having a plurality of axles, each for driving wheels of the vehicle, and further being configured to control disengagement or engagement of one or more center axles of the vehicle.

[0020] FIG. 17 is a flowchart illustrating a method of controlling a driveline engagement of a vehicle, according to a sixth embodiment.

[0021] FIG. 18 is a flowchart illustrating a method of controlling a driveline engagement of a vehicle, according to a seventh embodiment.

[0022] FIG. 19 is a flowchart illustrating a method of controlling a driveline engagement of a vehicle, according to an eighth embodiment.DETAILED DESCRIPTION

[0023] In general, systems and methods for controlling driveline disengagement of a vehicle, particularly disengagement of wheel(s) from a driveline of the vehicle, will be described using one or more examples of illustrative embodiments of a truck having a control subsystem or vehicle driveline control system, which may be referred to more generally as a vehicle system. According to embodiments, there is provided an automatic driveline disengagement system, which may be used to perform the methods described herein. According to embodiments, the automatic driveline disengagement system includes a controller that is configured to send a control signal to one or moredynamically-controllable clutches (DCCs) in order to control whether associated wheels are engaged to the drivetrain of the vehicle.

[0024] The example embodiment s) will be described with reference to use in trucks or tractors, for example, class 8 tractors. However, it will be appreciated as the description proceeds that aspects of the invention are useful in many different applications and may be implemented in many other embodiments. In this regard, and as used herein and in the claims, it will be understood that the term “vehicle” refers not only to commercial truck applications, but also to passenger vehicle applications, agricultural vehicle applications, military vehicle applications, or any other vehicle applications, regardless of whether the vehicle includes an undriven front axle and / or one or more driven rear axles. Similarly, the term axle includes structure that rotatably supports wheels on a vehicle, including an axle housing to couple the axle to structural members of the vehicle, wheel hubs configured to be removably fixed to the wheels, and spindles to rotatably support the wheel hubs with respect to the axle housing.

[0025] A dynamically controllable clutch (DCC), namely a wheel hub clutch, is used for disengaging and engaging a wheel hub to an axle of the vehicle’s driveline. An illustrative DCC is shown and described in WO 2023 / 048826 Al and in its US national stage patent US 12,054,041, which is hereby incorporated in its entirety by reference.

[0026] According to embodiments, such as where the illustrative wheel hub clutch discussed above, engagement and disengagement between a wheel hub and a vehicle’s driveline are effected by the wheel hub clutch or DCC. According to embodiments, the DCC includes a notch plate with notches and a wheel hub mounting portion, as well as a pocket plate with corresponding pockets and plunger passages. Further, such an illustrative DCC includes locking members in the pockets that engage with the notches, providing an efficient wheel end system, axle, and drivetrain configuration.

[0027] With specific reference now to the drawings, FIG. 1 shows an illustrative embodiment of a vehicle, for example, a truck 10, that may be electrically powered and may include a chassis 12, a driveline disengagement control subsystem 13, a cab or body 14 that may be carried by a forward portion of the chassis 12, an undriven front axle 16 coupled to the forward portion of the chassis 12, and front wheels 18 carried by the front axle 16. The truck 10 also includes at least one driven rear axle that may include a primary rear axle 20 coupled to a rearward portion of the chassis 12, a primary mover 22 drivingly coupled to the primary rear axle 20, wheel hubs 24 coupled to the primary rearaxle 20, and primary rear wheels 26 coupled to the wheel hubs 24. Similarly, the at least one rear axle 20 further may include a secondary rear axle 28 coupled to a rearward portion of the chassis 12. The secondary rear axle 28 is coupled to wheel hubs 30, and secondary rear wheels 32 are coupled to the wheel hubs 30.

[0028] In the present embodiment, the primary mover 22 is or includes an internal combustion engine (ICE), such as a diesel engine often found in class 8 trucks. In other embodiments, however, the primary mover 22 is or includes an electric motor, such as in the case of an electric vehicle (EV) or hybrid truck, for example. In embodiments where the primary mover 22 is or includes an ICE, introduction of dynamically-controllable clutches (DCCs) arranged as wheel hub clutches, for example as discussed above, enables decoupling individual wheels from the driveline of the vehicle. Such a feature has been discovered as enabling automatic disengagement and engagement of said wheels as a result of automatically controlling actuation of the DCCs between an engaged and a disengaged position.

[0029] Further, the truck 10 includes a processing subsystem 34 used for controlling actuation of the wheel hubs 24, 30. The processing subsystem 34 includes at least one processor 36 and memory 37 storing computer instructions that, when executed by the at least one processor 36, cause functionality attributed to the processing subsystem 34 to be performed, such as one or more of the methods described herein. A communication or control connection is shown as being hardwired from the processing subsystem 34 (as indicated by the cubic housing) to each of the wheel hub clutches. According to embodiments, the processing subsystem 34 includes various vehicle electronics of the vehicle, such as an infotainment unit used to receive user input, and / or non-vehicle components, such as a smartphone or other handheld mobile device used to receive user input and provide the user input to a vehicle controller of the processing subsystem 34.

[0030] According to various embodiments, the wheel hubs 24 for the primary rear axle 20 and / or the wheel hubs 30 for the secondary rear axle 28 are disengageable wheel hubs in that a respective wheel hub clutch is coupled between the respective axle 20, 28 and the respective wheel hub 30. In the illustrated embodiment of FIG. 1, the wheel hubs 24 are conventional or non-disengageable wheel hubs and the wheel hubs 30 are disengageable wheel hubs in that each wheel hub 30 includes a DCC 38. In other embodiments, wheel hubs 24 may be disengageable wheel hubs each having a DCC, and may be communicatively coupled and controlled by the processing subsystem 34, such as in the same or similar manner as the disengageable wheel hubs 30.

[0031] In embodiments, axial lengths of one or more disengageable wheel hubs are longer than that of non-disengageable wheel hubs but are shorter than axial overhangs of wheel rims of the wheels with which the disengageable wheel hubs are used such that those hubs fit axially within the wheel rim overhangs and, thus, do not protrude axially beyond the wheel rims of the wheels.

[0032] According to at least one embodiment, a power supply (not shown), which may include batteries, fuel cells, or the like, and power conditioners, power transformers, or the like, is used to provide power to the DCCs 38.

[0033] The disengageable wheel hubs 30 each includes a DCC 38 that enables decoupling the secondary rear wheels 32 from the secondary rear axle 28 to allow freewheeling of the rear wheels 32. The truck 10 may include a drivetrain at least partially constituted by one or both of the rear axles 20, 28 and one or both of the wheel hubs 24, 30. In other embodiments, the primary rear axle 20 may include the disengageable wheel hubs instead of the conventional wheel hubs 24.

[0034] The disengageable wheel hubs 30 operate based on or in response to control signals received from the processing subsystem 34. The disengageable wheel hubs 30 are an example of a dynamically-controllable wheel hub and are each used to couple a wheel to an axle of a drivetrain of the truck 10. A control signal may be sent from the automatic driveline disengagement control subsystem 13 to a control assembly of the DCC 38 via wiring.

[0035] Similarly, with reference to FIG. 2, disengageable wheel hubs may be used with one or more vehicles, such as the three trucks 10', 10", 10"' being towed by vehicle 10"" as shown in the illustrated embodiment of FIG. 2. Each of the trucks 10', 10", 10'" is similar to the truck 10 of FIG.1, and truck 10"" may also be similar to truck 10 or may be a conventional truck without DCCs or disengageable wheel hubs. The trucks 10', 10", 10'" may have multiple rear axles, including a primary rear axle and a secondary rear axle. The engine may provide the power to drive both the primary rear axle and the secondary rear axle via the primary rear axle, or the engine may provide the power to drive only the primary rear axle, and another prime mover, for instance, an electric motor may provide power to drive the secondary rear axle. The trucks 10', 10", 10'" may include drivetrains at least partially constituted by the rear axles and one or both of the wheel hubs 24, 30. Likewise, the trucks 10', 10", 10'" may include powertrains constituted by the internal combustion engines and / or electric motors, one or more transmissions coupled to the engines, and the drivetrain coupled to the engines and / or electric motors via the transmissions. As will become apparent from the description below,the disengageable wheel hubs 30 allow one or more additional trucks 10', 10", 10"' to be towed by the truck 10"" without having to manually remove or disengage axle shafts from the drivetrain as is conventionally done. Additionally, according to embodiments, the disengageable wheel hubs 30 are automatically operated so as to disengage the wheels 32 from the drivetrain of the vehicle. In embodiments, the disengageable wheel hubs 30 may be used for other purposes as well, such as to allow the wheels 32 to be decoupled from the drivetrains at highway speeds for better fuel economy.

[0036] With reference to FIGS. 3-9, there are shown various embodiments of a vehicle system configured according to one or more of the methods disclosed herein, including a first embodiment of a vehicle system 100 (FIG. 3), a second embodiment of a vehicle system 200 (FIG. 4), a third embodiment of a vehicle system 300 (FIG. 5), a fourth embodiment of a vehicle system 400 (FIG. 6), a fifth embodiment of a vehicle system 500 (FIG. 7), a sixth embodiment of a vehicle system 600 (FIG. 8), and a seventh embodiment of a vehicle system 700 (FIG. 9). According to embodiments, any one of the vehicle systems 100, 200, 300, 400, 500, 600, 700 may be used for any one or more of the trucks discussed herein, such as for any of trucks 10, 10', 10", 10'", 10"". In the illustrated embodiments, particular those of FIGS. 3-9, the following key is used: dashed lines indicate a hardwired control signal path or other communication channel; dotted lines indicate a wireless communication channel; lines having a double compound type (two parallel lines) indicate a power transmission path; dashed lines with a double coupled type indicate both a hardwired communication channel and a power transmission path; and dotted lines with a double coupled type indicate both a wireless communication channel and a power transmission path.

[0037] It will be appreciated that FIGS. 3-9 are schematic in nature and the implementation of the communication connection and power transmission path may vary depending on a variety of factors. In one embodiment, the communication connection is a wired connection, such as a hardwired controller area network (CAN), a hardwired local area network (LAN) connection (e.g., an ethemet connection), or a hardwired local interconnect network (LIN); in other embodiments, wireless communications may be used, such as Wi-Fi™, Bluetooth™, or other wireless technology. In one embodiment, the power transmission path is an electrical power transmission path by which electrical power is transmitted, such as through solid or stranded copper wire. In another embodiment, the power transmission path is a pneumatic power transmission path by which pneumatic power is transmitted, such as through conduits carrying pressurized air. And, in another embodiment, the power transmission path is a hydraulic power transmission path by which hydraulic power is transmitted, such as throughconduits carrying hydraulic fluid. Although the particular embodiments discussed below teach or suggest use of a particular communication channel type (e.g., hardwired, wired) and power transmission type (e.g., electrical, pneumatic, hydraulic), those skilled in the art will appreciate that, according to various embodiments, different communication channel types and technologies, as well as different power transmission types and technologies, may be used.

[0038] With particular reference now to FIG. 3, there is shown the vehicle system 100 according to the first embodiment, which includes left and right disengageable wheel hubs 102, each comprised of a DCC 104 and a linear actuator 106. Disengageable wheel hubs 102 are each couped to a wheel (not shown) and an axle 108. The vehicle system 100 further includes a processing subsystem 110 including a controller 112 that may be implemented using at least one processor and memory, such as those discussed above in connection with the processing subsystem 34. Further, the vehicle system 100 includes a battery 114 used to provide electric power to the controller and / or to the disengageable wheel hubs 102, as indicated by the dashed line. The vehicle system 100 may be configured to perform embodiments of the method discussed herein, particularly through use of the processing subsystem 110.

[0039] With particular reference now to FIG. 4, there is shown the vehicle system 200 according to the second embodiment, which includes the same components 102-114 as the vehicle system 100 according to the first embodiment, but further includes a user interface 116 that is used for providing input to the processing subsystem 210. The processing subsystem 210 is akin to the processing subsystem 110 except for its configuration as discussed herein. In the illustrated embodiment of FIG. 4, the user interface 116 is depicted as a button 116. The button 116 may be a physical pushbutton or tactile switch used to provide input to the controller 112, or may be a graphical button on a touchscreen or other graphical user interface (GUI), for example. The vehicle system 200 may be configured to perform the method discussed herein, particularly through use of the processing subsystem 210. In embodiments, the button 116 is button within a cab of the truck or vehicle and, in other embodiments, the button 116 is outside of the cab, such as at or near an axle or disengageable wheel hub on the exterior of the vehicle.

[0040] With particular reference now to FIG. 5, there is shown the vehicle system 300 according to the third embodiment, which includes the same components 102-116 as the vehicle system 200 according to the second embodiment, but further includes a powertrain control module (PCM) 118 that is used for providing input to the controller 112 and is considered a part of the processingsubsystem 310, which is akin to the processing subsystem 210 except for its configuration as discussed more below. In the illustrated embodiment of FIG. 5, the PCM 118 is depicted as being communicatively coupled to the controller, as indicated by the dashed line therebetween. The PCM 118 is an electronic control unit (ECU) that manages and regulates various aspects of the vehicle’s powertrain system. In embodiments, the PCM 118 serves as the central control unit for the engine, transmission, and other related components, and the PCM may be responsible for coordinating and optimizing the operation of the powertrain components to ensure efficient performance, emissions control, and overall vehicle reliability. The PCM 118 may receive input from various sensors throughout the vehicle, such as those measuring engine speed, throttle position, temperature, and exhaust gas composition. Based on the sensor inputs, the PCM 118 makes real-time adjustments to control parameters such as fuel injection timing, spark timing, transmission shift points, and torque converter lock-up. According to embodiments, the PCM 118 also monitors and diagnoses any faults or malfunctions in the powertrain system, and may activate warning indicators or initiate protective measures to prevent further damage, among a variety of other potential functions, as appreciated by those skilled in the art.

[0041] According to at least one embodiment, the PCM 118 is configured to obtain a signal or data indicative of whether the vehicle has transitioned to an off state or an on state, and this signal or data is referred to as vehicle state transition data. In embodiments, the vehicle state transition data is or is based on an ignition signal indicating a status of an ignition of the vehicle. The ignition signal may be received at the PCM 118 from an ignition unit (not shown). For example, when the key is turned to the “on” position, or the engine start button is pressed (presuming it is in an activable state), a signal is sent to the vehicle’ s electrical system and activates various components, including the PCM 118, for example. The PCM 118 then initiates a startup sequence, which may include powering up the engine, fuel system, and other relevant systems. Conversely, when the key is turned to the “off’ position or the engine start button is released (or pressed presuming it is in an actuatable / receiving state), the PCM 118 receives a signal to shut down the engine and other systems. This may involve cutting off fuel supply, deactivating ignition, and powering down various electrical components. Additionally, modem class 8 trucks may also have sensors or switches that detect the position of the key or button, ensuring that the engine cannot be started or operated without the proper authorization. Overall, the determination of whether a class 8 truck is on or off is primarily based on the status of the ignition system and the signals received by the powertrain control module. The vehicle system300 may be configured to perform embodiments of the method discussed herein, particularly through use of the processing subsystem 310.

[0042] With particular reference now to FIG. 6, there is shown the vehicle system 400 according to the fourth embodiment, which includes the same components 102-114,118 as the vehicle system 300 according to the third embodiment, but does not include the user interface 116. The vehicle system 400 may be configured to perform embodiments of the method discussed herein, particularly through use of processing subsystem 410. In the illustrated embodiment of FIG. 6, the PCM 118 is configured to obtain a signal or data indicative of whether the vehicle has transitioned to an off state or an on state, and this signal or data is referred to as vehicle state transition data, which may be or may be based on an ignition signal indicating a status of an ignition of the vehicle, as discussed above. In other embodiments, other electronic control units (ECUs) of the vehicle, such as the engine control module (ECM), may be used to provide a vehicle state transition signal or data. The PCM 118 provides the vehicle state transition data to the controller 112, which then automatically disengages one or more wheel hub clutches by actuating the linear actuator 106 thereof. In embodiments, the vehicle system 400 is an automatic wheel hub disengagement system and, also in embodiments, is an automatic tow-mode ready system by which the vehicle system 400 automatically places the vehicle in a tow-ready state. As used herein, the term “tow-ready state”, when used in connection with a vehicle, refers to a state of the vehicle where a drivetrain of the vehicle is prepared for being towed by a tow truck or other tow vehicle, and this preparation includes disengagement of two or more wheels of the vehicle from the drivetrain of the vehicle.

[0043] With particular reference now to FIG. 7, there is shown the vehicle system 500 according to the fifth embodiment, which includes the same components 102-112 as the vehicle system 100 according to the first embodiment, but further includes a jump box 120 and does not necessarily include a battery, such as the battery 114. However, in embodiments, the battery 114 is included in the vehicle system 500 and used to power the controller 112; and, in other embodiments, the controller 112 is powered by the jump box 120, which is discussed more below. The vehicle system 500 may be configured to perform embodiments of the method discussed herein, particularly through use of processing subsystem 510. In the illustrated embodiment of FIG. 7, power is provided by the jump box 120 to each of the left and right disengageable wheel hubs 102, and is routed through the processing subsystem 510 where the controller 112 modulates or otherwise controls power delivery from the jump box 120 to the disengageable wheel hubs 102. As used herein, the term “jump box”refers to a device or system that delivers, transmits, or otherwise outputs power usable for actuation of physical components, such as for actuation of the linear actuators 106.

[0044] In one embodiment, power output by the jump box 120 is electrical power. In such an embodiment, electrical power is delivered from the jump box 120 to the via a hardwired connection, such as one having copper core wire. In another embodiment, the power output by the jump box 120 is pneumatic power and, in such an embodiment, tubing, connectors therefor, valves, and other appropriate components are used for providing an electronically-controllable fluid path that extends through said components from the jump box 120 and ultimately to the disengageable wheel hubs 102 whereat said controllable power is ultimately delivered, such as for controlling the linear actuators 106. In another embodiment, the power output by the jump box 120 is hydraulic power and, in such an embodiment, pipes, connectors therefor, valves, and other appropriate components are used for providing an electronically-controllable fluid path through which hydraulic fluid flows. This fluid or hydraulic path extends through said components from the jump box 120 and ultimately to the disengageable wheel hubs 102 whereat said controllable power is ultimately delivered, such as for controlling the linear actuators 106.

[0045] With particular reference now to FIG. 8, there is shown the vehicle system 600 according to the sixth embodiment, which includes the same components 102-112,120 as the vehicle system 500 according to the fifth embodiment, but further includes the user interface 116, which is illustrated as a button in the present embodiment. The vehicle system 600 may be configured to perform embodiments of the method discussed herein, particularly through use of processing subsystem 610.

[0046] With particular reference now to FIG. 9, there is shown the vehicle system 700 according to the seventh embodiment, which includes the same components 102-112,120 as the vehicle system 500 according to the fifth embodiment, but further instead of a single jump box 120, includes two jump boxes 120', each of which is shown as being wirelessly connected or in communication with the controller 112. The jump boxes 120' provide power directly to one of the disengageable wheel hubs 102, particularly with the left jump box 120' providing power to the left disengageable wheel hub 102 and the right jump box 120' providing power to the right disengageable wheel hub 102. Here, the term “directly provided”, when used in connection with power being delivered by a jump box to a power endpoint, refers to the power being delivered via a power transmission path that is uninterruptable by another control device or system (e.g., the controller 112) such that output of power from the jump box is directly proportional and often the same as the power delivered to the powerendpoint, which is the disengageable wheel hub 102 in the present embodiment. Accordingly, the power provided by the jump box 120' is done so directly and without being subject to interruption by the controller 112. Control over power delivery to the disengageable wheel hubs 102 is thus in the discretion of the jump box 120', which may exercise this discretion (or, really, determination based on computer instructions, for example) based on information from the controller 112 received via the wireless communication path. In other embodiments, a wired communication path may be used for communicating information between the controller 112 and the jump boxes 120'. The vehicle system 700 may be configured to perform embodiments of the method discussed herein, particularly through use of processing subsystem 710.

[0047] With reference to FIGS. 10-14 there are shown various processes or methods that may be performed by one or more of the previously-described vehicle systems 100, 200, 300, 400, 500, 600, 700, as will be appreciated by those skilled in the art in light of the teachings herein.

[0048] The methods 1000, 1100, 1200, 1300, 1400 refer to an “on state” and an “off state” of a vehicle. As used herein, the term “off state,” when used in connection with a vehicle such as a class 8 truck, refers to a state of the vehicle in which the primary propulsion system, such as the ignition system, is deactivated, which, when a transition from an on state to the off state occurs, this results in the shutdown of the engine (or other primary propulsion system) and is often accompanied by the shutdown of other related vehicle systems. On the other hand, as used herein, the term “on state,” when used in connection with a vehicle such as a class 8 truck, refers to a state of the vehicle in which the primary propulsion system, such as the ignition system, is activated, which, when a transition from an off state to the on state occurs, this results in the startup of a previously shutdown engine (or other primary propulsion system) and is often accompanied by the startup of other related vehicle systems.

[0049] In the context of class 8 trucks, air brakes are a braking system that utilizes compressed air. The vehicle may include air brakes operated between an applied brake state and a released brake state through application of air pressure, and wherein the air brakes are biased to the applied brake state when positive air pressure is not applied. The air brakes may be used to provide a braking force to brakes of the two or more wheels of the vehicle, and wherein the two or more wheels of the vehicle are in a freewheel state as a result of applying positive air pressure to the brakes of the two or more wheels and disengaging the two or more wheels of the vehicle. During the active state, when the air brakes are pressurized and active, there is a bias towards the brakes being engaged or in a restingstate. This bias may be achieved through the use of springs within the brake chambers. In the active state, the compressed air holds the brake chambers in a released or resting position, allowing the vehicle to move freely. When the driver applies the brake pedal, the air pressure is released, and the springs within the brake chambers push the brake shoes or pads against the brake drums or rotors, generating the necessary friction for braking. Conversely, during the inactive state, when the brake pedal is not having a force applied by the driver, the air brakes are pressurized and are forced towards the brakes being disengaged or in a released state. With the absence of air pressure, the springs within the brake chambers expand, pushing the brake shoes or pads toward the brake drums or rotors and, when air pressure is applied, the brake shoes or pads are forced away from the brake drums or rotors, and this disengages the brakes and allows the wheels to rotate freely. This bias towards the brakes being engaged during the active state and disengaged during the inactive state is designed to ensure safety and practicality in real-life scenarios. When the vehicle is in motion, the brakes are in a resting state and ready to engage when needed and, when the vehicle is parked or stationary, the brakes are disengaged to prevent unnecessary wear and heat generation, for example.

[0050] According to embodiments, and as will be made apparent in light of the following discussion of the methods for controlling wheel-driveline engagement of a vehicle, there is provided a vehicle system that is configured to control wheel-driveline engagement, including according to the table below.Table 1

[0051] In the table above, an embodiment of a configuration for a vehicle system is presented. According to this configuration, when the key is off and the engine is off, the air brake is on (being applied) with the air pressure is released, as discussed above. When the key is placed into the accessory mode (“Acc”) but the engine or primary mover is still off, the air brake remains engaged but may be operable by a user. The DCC or wheel end hub clutch remains disengaged or free in these first two initial states, at least according to the present embodiment. Then, when the key is turned to the start position and the engine is started, the air brakes are pressurized and disengaged or off; meanwhile, the DCC or wheel end hub clutches are engaged so as to be coupled to the drivetrain of the vehicle and drivable by the engine. When the vehicle remains on, but is placed into an idle or accessory mode, the DCC or wheel end hub clutches remain engaged, even though the air brakes may be on or off. Then, when the vehicle has its engine turned off, then the DCC or wheel end hub clutches are disengaged so that the vehicle is tow-ready, as discussed in more detail below. This enables a tow truck driver or other operator to simply hook up to the vehicle and disengage the parking brake and, for a truck with air brakes, the parking brake is released by supplying air to the system as described above.

[0052] With particular reference to FIG. 10, there is shown a process or method 1000 for controlling wheel-driveline engagement of a vehicle. The method 1000 is carried out by the vehicle system 100, 400, 500, 700 as an automatic wheel-driveline disengagement system and, particularly, where control over engagement of individual wheels to a driveline of the vehicle is controllable automatically, also constituting an automatic wheel hub disengagement system. Further, according to embodiments, the vehicle system 100, 400, 500, 700 automatically places the vehicle in a towready state (whereby the drivetrain of the vehicle is prepared for being towed by a tow truck) in response to the vehicle transitioning to an off state by way of the method 1000, as discussed below. The automatic nature of the system is enabled through the system being configured to take action to place the vehicle in a tow-ready state without using input from a user.

[0053] The method 1000 begins with step 1010, wherein it is determined that the vehicle transitioned to an off state. In embodiments, this includes receiving an indication from an electronic control unit (ECU) of the vehicle, such as the PCM 118 or an ignition unit or other ECU having access to an ignition status or status of a primary propulsion system. The method 1000 continues to step 1020.

[0054] In step 1020, one or more wheels, such as a left-right pair of wheels, of the vehicle are disengaged from a drivetrain of the vehicle through actuation of one or more DCCs used to couple the two or more wheels to an axle of the drivetrain of the vehicle. As used herein, a “left-right pair of wheels”, when used in connection with a vehicle having a longitudinal axis running directly through a center and in a main direction of travel, refers to a left wheel of the vehicle and a right wheel of the vehicle that is across the longitudinal axis from the left wheel of the vehicle. In FIG. 1, the wheels 30 are a left-right pair of wheels. Also, in FIG. 1, the wheels 30 are a left-right pair of wheels.

[0055] In embodiments, each disengageable wheel hub includes a microcontroller that controls the linear actuator 106 or other mechanism controlling engagement of the DCC. In such embodiments, disengaging a wheel of the vehicle from the drivetrain of the vehicle is effected by sending a control signal to the DCC of the disengageable wheel hub, which then actuates the linear actuator 106, thereby disengaging the DCC and decoupling the wheel from the drivetrain of the vehicle.

[0056] However, in other embodiments, the disengageable wheel hubs may not include a separate controller and, instead, may be controlled by the controller 112 or other ECU of the processing subsystem, for example, or even by application or changes in force applied by the jump boxes 120, 120'. For example, with reference to the vehicle system 700 of FIG. 9, in one embodiment, a hydraulic force is applied by the jump box 120' to actuate the linear actuator 106 thereby disengaging the wheel from the drivetrain of the vehicle. The method 1000 ends.

[0057] With particular reference to FIG. 11, there is shown a process or method 1100 for controlling wheel-driveline engagement of a vehicle. The method 1100 is carried out by the vehicle system 100, 400, 500, 700 as an automatic wheel-driveline disengagement system and, particularly, where control over engagement of individual wheels to a driveline of the vehicle is controllable automatically, also constituting an automatic wheel hub disengagement system. In other embodiments, the method 1100 is carried out by the vehicle system 200, 300, 600 and, in such embodiments, is configured to place the vehicle in a drive-ready state when the vehicle transitions to the on state. In some embodiments, however, a separate input is provided to the vehicle system 200, 300, 600 in order to have the vehicle placed into the drive-ready state, such as a tow-ready mode exit input provided by a user via the user interface 116. Further, according to embodiments, the vehicle system 100, 400, 500, 700 automatically places the vehicle in a drive-ready state (whereby thedrivetrain of the vehicle is prepared for being driven by the vehicle and not a tow truck) in response to the vehicle transitioning to an on state by way of the method 1100, as discussed below.

[0058] The method 1100 begins with step 1110, wherein it is determined when a vehicle transitions to an on state. This step is analogous to the step 1010 of the method 1000 (FIG. 10), except that here, rather than detect or otherwise determine whether the vehicle transitions to the off state, it is detected or otherwise determined when the vehicle transitions to the on state. In one embodiment, the PCM 118 or an ignition unit or other ECU having access to an ignition status or status of a primary propulsion system informs the controller 112 of this information, allowing it to determine the vehicle has transitioned to the on state. The method 1100 continues to step 1120.

[0059] In step 1120, one or more wheels, such as a left-right pair of wheels, of the vehicle are engaged to a drivetrain of the vehicle through actuation of one or more dynamically-controllable clutches (DCCs) used to couple the two or more wheels to an axle of the drivetrain of the vehicle. In embodiments, a left-right pair of wheels, such as the wheel hubs 24 or the wheels 30, are engaged to the drivetrain of the vehicle.

[0060] As mentioned above, in embodiments, each disengageable wheel hub includes a microcontroller that controls the linear actuator 106 or other mechanism controlling engagement of the DCC; in such embodiments, engaging a wheel of the vehicle from the drivetrain of the vehicle is effected by sending a control signal to the DCC of the disengageable wheel hub, which then actuates the linear actuator 106, thereby engaging the DCC and decoupling the wheel from the drivetrain of the vehicle.

[0061] However, as also is discussed above, in other embodiments, the disengageable wheel hubs may not include a separate controller and, instead, may be controller by the controller 112 or other ECU of the processing subsystem 110, for example, or even by application or changes in force applied by the jump boxes 120, 120'. For example, with reference to the vehicle system 700 of FIG. 9, in one embodiment, a hydraulic force is applied by the jump box 120' to actuate the linear actuator 106 thereby engaging the wheel from the drivetrain of the vehicle. The method 1100 ends.

[0062] According to embodiments, the method 1100 includes receiving a user input indicating to place the vehicle into the drive-ready mode and, in response to receiving this input and / or determining the vehicle transitioning to the on state, the step 1120 is performed.

[0063] With reference to FIG. 12, there is shown a process or method 1200 for controlling wheeldriveline engagement of a vehicle. The method 1100 is carried out by the vehicle system 100, 400, 500, 700 as an automatic wheel-driveline disengagement system and, particularly, where control over engagement of individual wheels to a driveline of the vehicle is controllable automatically, also constituting an automatic wheel hub disengagement system. Further, according to embodiments, the vehicle system 100, 400, 500, 700 automatically places the vehicle in a tow-ready state in response to the vehicle transitioning to an off state by way of the method 1000 and automatically places the vehicle in a drive-ready state in response to the vehicle transitioning to an on state by way of the method 1100.

[0064] The method 1200 begins with step 1210, wherein the steps of the method 1000 are performed as the process 1000, resulting in disengaging the wheel (s) from the drivetrain of the vehicle in response to determining a transition to the off state. The method 1200 then continues to step 1220.

[0065] In step 1220, the steps of the method 1100 are performed as the process 1100, resulting in engaging the wheel(s) to the drivetrain of the vehicle in response to determining a transition to the on state. The method 1200 may continuously be performed as the vehicle cycles between on and off states, as indicated by the long dash and dotted line in FIG. 12.

[0066] With reference to FIG. 13, there is shown a process or method 1300 for controlling wheeldriveline engagement of a vehicle. The method 1300 is carried out by the vehicle system 200, 300, 600 as a wheel-driveline disengagement system where control over engagement of individual wheels to a driveline of the vehicle is controllable in response to user input, such as the user providing a tow mode input that instructs, requests, or causes the vehicle to be placed in a tow-ready mode.

[0067] The method 1300 begins with step 1310, wherein it is determined that the vehicle transitions to an off state. This step is similar to the step 1010 and that discussion is hereby incorporated and attributed to the step 1310. The method 1300 continues to step 1320.

[0068] In step 1320, it is determined that the vehicle is in a tow mode. As used herein, a “tow mode,” when used in connection with a vehicle, refers to a mode of the vehicle in which the vehicle is in a tow-ready state or is to be placed into a tow-ready state, such as when a user provides a user input instructing the vehicle to enter the tow-ready mode. Also, as used herein, such an input that is for causing the vehicle to be in the tow-ready state is referred to as a tow mode input. For example, the vehicle system 200, 300, 600 receives a tow mode input from the user in the form of a user pressingthe button 116. In some embodiments, the user interface 116 is in the form of a graphical user interface (GUI) that is presented on an electronic display screen, such as an infotainment display screen of the vehicle or a touchscreen of a smartphone or other handheld device. In another embodiment, a tactile pushbutton is used as the button 116 and is used to receive the tow mode input from the user. According to embodiments, the tow mode input is received before the vehicle transitions to the off state, such as within a predetermined period of time before the vehicle transitions to the off state. In another embodiment, the tow mode input is received after the vehicle transitions to the off state. When the vehicle has transitioned to the off state and the tow mode input has been received, the method 1300 continues to step 1330.

[0069] In step 1330, one or more wheels, such as a left-right pair of wheels, of the vehicle are disengaged from a drivetrain of the vehicle through actuation of one or more dynamically-controllable clutches (DCCs) used to couple the two or more wheels to an axle of the drivetrain of the vehicle. This step is similar to the step 1020 and that discussion is hereby incorporated and attributed to the step 1330. The method 1300 ends.

[0070] With reference to FIG. 14, there is shown a process or method 1400 for controlling wheeldriveline engagement of a vehicle. The method 1400 is carried out by the vehicle system 200, 300, 600 as a wheel-driveline engagement system where control over engagement of individual wheels to a driveline of the vehicle is controllable in response to user input, such as the user providing a tow mode input that instructs, requests, or causes the vehicle to be placed in a tow-ready mode.

[0071] The method 1400 begins with step 1410, wherein the steps of the method 1300 are performed as the process 1300, resulting in disengaging the wheel(s) from the drivetrain of the vehicle in response to determining a transition to the off state. The method 1400 then continues to step 1420.

[0072] In step 1420, the steps of the method 1100 are performed as the process 1100, resulting in engaging the wheel(s) to the drivetrain of the vehicle in response to determining a transition to the on state. The method 1400 may continuously be performed as the vehicle cycles between on and off states, as indicated by the long dash and dotted line in FIG. 14.

[0073] With reference to FIG. 15, there is shown the vehicle system 1500 according to an embodiment in which disengageable wheel hubs for wheels on multiple different axles are controlled, including a first axle 1508 and a second axle 1510. The vehicle system 1500 includes a first pair of disengageable wheel hubs 1502, with each disengageable wheel hub 1503 being comprised of a DCC1504 and a linear actuator 1506, as well as a second pair of disengageable wheel hubs 1512, with each disengageable wheel hub 1513 being comprised of aDCC 1514 and a linear actuator 1516. Each of the disengageable wheel hubs 1502, 1512 are of the same construction and are each analogous to the disengageable wheel hubs 102 discussed above. The disengageable wheel hubs 1502, 1512 are each couped to a wheel (not shown) and an axle 1508, 1510. The vehicle system 1500 further includes a processing subsystem 1520 including a controller 1518 that may be implemented using at least one processor and memory, such as those discussed above in connection with the processing subsystem 34, 110. The components 1502-1508 form a first disengageable wheel axle subsystem 1501 and the components 1510-1516 form a second disengageable wheel axle subsystem 1509. Further, the vehicle system 1500 may include a battery for providing electric power to the controller and / or to the disengageable wheel hubs 1502, 1512, as indicated by the dashed line.

[0074] In the illustrated embodiment, the first disengageable wheel axle subsystem 1501 is an automatic or controller-based disengageable wheel hub axle system, as discussed above, and the second disengageable wheel axle subsystem 1509 is also an automatic or controller-based disengageable wheel hub axle system. In another embodiment, the first disengageable wheel axle subsystem 1501 is an automatic or controller-based disengageable wheel hub axle system, as discussed above, and the second disengageable wheel axle subsystem 1509 is a manual disengageable wheel axle system in that the disengageable wheel hubs are manually disengageable, such as through manual actuation and / or other operation by an operator on the disengageable wheel hub. The vehicle system 1500 may be configured to perform embodiments of the method discussed herein, particularly through use of the processing subsystem 1520. Furthermore, the vehicle system 1500 may be adapted or configured according to any one or more of the above discussed embodiments, including those pertaining to the vehicle system 100, 200, 300, 400, 500, 600, 700. Also, according to embodiments, the vehicle system 1500 includes one or more further disengageable wheel axle subsystems, each for an additional axle of the vehicle. And, according to various embodiments, the vehicle system 1500 is configured to perform one or more of the methods discussed herein, such as, for example, the one or more of the methods 1000, 1100, 1200, 1300, 1400.

[0075] With reference to FIG. 16, there is shown the vehicle system 1600 according to an embodiment in which disengageable wheel hubs for wheels on multiple different axles are controlled, including the first axle 1508 and the second axle 1510; however, the vehicle system 1600 further includes an automatic or controller-based center axle disconnect system 1601 having a center axledisconnect subsystem 1602, and this center axle disconnect subsystem 1602 has a DCC 1604 arranged between a first axle differential 1606 and a first center axle 1608 that connects to a second axle differential 1610 for the second axle 1510. A drive unit 1612 is provided for delivering torque via a driveshaft 1614 to the first axle differential 1606, whereby it is then delivered to the first axle 1508 and to the DCC 1604. When the DCC is in an engaged position, the first center axle 1608 is engaged with the first axle differential 1606 and the driveshaft 1614 so as to receive torque from the drive unit 1612, thereby causing the second axle 1510 to rotate. The drive unit 1612 may be an internal combustion engine, such as a diesel engine, an electric propulsion system, hybrid propulsion system, or other suitable primary propulsion system.

[0076] In embodiments, the automatic center axle disconnect system 1601 uses an electronic controller, such as the controller 1518, to control the engagement and disengagement of the DCC 1604. According to embodiments, control of the DCC 1604 may be effected by various means, such as any of those discussed above pertaining to the vehicle system 100, 200, 300, 400, 500, 600, 700. In one embodiment, the controller 1518 is used to control the DCC 1604 as well as wheel-end DCCs, such as DCCs 1504, 1514. In another embodiment, the controller 1518 for the wheel-end DCCs is separate from the controller used for controlling the center axle DCC 1604. In some embodiments, such as those employing separate controllers for different DCCs, said separate controllers may communicate with one another in a peer to peer manner or communicate with a master or central controller that may provide control, status, or other information to the various DCCs. Accordingly, the vehicle system 1600 may be adapted or configured according to any one or more of the above discussed embodiments, including those pertaining to the vehicle system 100, 200, 300, 400, 500, 600, 700, 1500. Also, according to embodiments, the vehicle system 1600 includes one or more further center axle disconnect subsystems and / or one or more disengageable wheel axle subsystems (each for an additional axle of the vehicle). For example, a third axle (not shown) parallel to the first axle 1508 and the second axle 1510 is used for delivering torque to a third pair of wheel-end hubs, and this third axle is coupled to the powertrain via a third axle differential (not shown), which, in turn, is coupled to the second axle differential 1610 via a second center axle and a second center axle DCC (not shown). Such a second center axle DCC is, accordingly, situated between the second axle differential 1610 and the second center axle. In such embodiments, the first center axle DCC may be separately controllable than the second axle DCC (and / or third, fourth, etc. center axle DCC(s)). And, according to various embodiments, the vehicle system 1600 is configured to perform one or more of the methods discussed herein, such as, for example, the one or more of the methods 1000, 1100, 1200,1300, 1400, as well as methods 1700, 1800, 1900, which are discussed below with reference to FIGS.17, 18, 19, respectively.

[0077] With reference to FIG. 17, there is shown a process or method 1700 for controlling axledriveline engagement of a vehicle. The method 1700 is carried out by the vehicle system 1600 and, particularly, the automatic center axle disconnect system 1601 where control over engagement of a center axle to a driveline of the vehicle is controllable electronically, such as in response to a vehicle state and / or in response to user input. According to embodiments, the method 1700 is useful for dynamically controlling engagement of one or more center axles from the drivetrain of the vehicle, which thereby may be used for improving fuel efficiency and range of the vehicle. The method 1700 presumes the center axle is disengaged from the drivetrain of the vehicle prior to step 1710.

[0078] The method 1700 begins with step 1710, wherein it is determined whether to engage a center axle of a vehicle based on vehicle information and / or user input. In one embodiment, the center axle control signal is a signal that is automatically generated based on one or more predetermined criteria, such as one or more predetermined vehicle states. For example, information from a powertrain control module (PCM), ignition control unit, and / or engine control module (ECM) may be used to determine whether to engage the center axle, and specifics of such control may depend upon the desired operation of the vehicle, such as desired fuel efficiencies, for example. Other information, such as onboard vehicle sensors, may provide information used to determine whether to engage the center axle, such as whether the vehicle is on an incline of more than a predetermined amount, for example. In embodiments, control of the center axle DCC may be dependent, at least in part, upon a user input received from a user, such as the user inputs discussed above. When it is determined to engage the center axle of the vehicle, the method 1700 then continues to step 1720.

[0079] In step 1720, the center axle of the vehicle is engaged by sending a control signal to control the DCC. The control signal may be an electronic or electric signal that indicates to engage the DCC, such as a signal sent from the controller 1518 to the DCC 1604, which may be controlled between its engaged and disengaged position via an electronically-controllable linear actuator. A solenoid or other mechanism for performing mechanical engagement of races or other components so as to place the DCC 1604 in its engaged position may be used. The method 1700 then ends.

[0080] With reference to FIG. 18, there is shown a process or method 1800 for controlling axledriveline engagement of a vehicle. The method 1800 is carried out by the vehicle system 1600 and,particularly, the automatic center axle disconnect system 1601 where control over engagement of a center axle to a driveline of the vehicle is controllable electronically, such as in response to a vehicle state and / or in response to user input. According to embodiments, the method 1800 is useful for dynamically controlling engagement of one or more center axles from the drivetrain of the vehicle, which thereby may be used for improving fuel efficiency and range of the vehicle. The method 1800 presumes the center axle is engaged to the drivetrain of the vehicle prior to step 1810.

[0081] The method 1800 begins with step 1810, wherein it is determined whether to disengage a center axle of a vehicle based on vehicle information and / or user input. In one embodiment, the center axle control signal is a signal that is automatically generated based on one or more predetermined criteria, such as one or more predetermined vehicle states, such as those discussed in connection with step 1710 but configured for determining when to disengage the center axle rather than engage the center axle. In embodiments, control of the center axle DCC may be dependent, at least in part, upon a user input received from a user, such as the user inputs discussed above. When it is determined to disengage the center axle of the vehicle, the method 1800 then continues to step 1820.

[0082] In step 1820, the center axle of the vehicle is disengaged by sending a control signal to control the DCC. The control signal may be an electronic or electric signal that indicates to disengage the DCC, such as a signal sent from the controller 1518 to the DCC 1604. As discussed above in connection with step 1720, a solenoid or other mechanism for performing mechanical engagement of races or other components so as to place the DCC 1604 in its engaged position may be used. The method 1800 then ends.

[0083] With reference to FIG. 19, there is shown a process or method 1900 for controlling wheeldriveline engagement of a vehicle. The method 1900 is carried out by the vehicle system 1600 as a wheel-driveline engagement system where control over engagement of individual wheels to a driveline of the vehicle is controllable in response to user input, such as the user providing a tow mode input that instructs, requests, or causes the vehicle to be placed in a tow-ready mode.

[0084] The method 1900 begins with step 1910, wherein the steps of the method 1700 are performed as the process 1700, resulting in engaging the center axle to the drivetrain of the vehicle in response to determining a transition to the engage state. The method 1900 then continues to step 1920.

[0085] In step 1920, the steps of the method 1800 are performed as the process 1800, resulting in disengaging the center axle to the drivetrain of the vehicle in response to determining a transition to the disengage state. The method 1900 may continuously be performed as the vehicle cycles between on and off states, as indicated by the long dash and dotted line in FIG. 19. In embodiments where the vehicle system includes multiple center axle DCCs, the methods 1700, 1800, 1900 may be performed for controlling each of the multiple center axle DCCs.

[0086] As used in herein, the terminology “for example,” “e.g.,” for instance,” “like,” “such as,” “comprising,” “having,” “including,” and the like, when used with a listing of one or more elements, is to be construed as open-ended, meaning that the listing does not exclude additional elements. Also, as used herein, the term “may” is an expedient merely to indicate optionality, for instance, of a disclosed embodiment, element, feature, or the like, and should not be construed as rendering indefinite any disclosure herein. Moreover, directional words such as front, rear, top, bottom, upper, lower, radial, circumferential, axial, lateral, longitudinal, vertical, horizontal, transverse, and / or the like are employed by way of example and not necessarily limitation. The term “and / or” is to be construed as an inclusive OR. Therefore, for example, the phrase “A, B, and / or C” is to be interpreted as covering all of the following: “A”; “B”; “C”; “A and B”; “A and C”; “B and C”; and “A, B, and C ”

[0087] Finally, the subject matter of this application is presently disclosed in conjunction with several explicit illustrative embodiments and modifications to those embodiments, using various terms. All terms used herein are intended to be merely descriptive, rather than necessarily limiting, and are to be interpreted and construed in accordance with their ordinary and customary meaning in the art, unless used in a context that requires a different interpretation. And for the sake of expedience, each explicit illustrative embodiment and modification is hereby incorporated by reference into one or more of the other explicit illustrative embodiments and modifications. As such, many other embodiments, modifications, and equivalents thereto, either exist now or are yet to be discovered and, thus, it is neither intended nor possible to presently describe all such subject matter, which will readily be suggested to persons of ordinary skill in the art in view of the present disclosure. Rather, the present disclosure is intended to embrace all such embodiments and modifications of the subject matter of this application, and equivalents thereto, as fall within the broad scope of the accompanying claims.

Claims

CLAIMS1. A method of controlling a driveline engagement of a vehicle, comprising: determining when a vehicle transitions to at least one of an off state or an on state; and at least one of in response to the vehicle transitioning to the off state, disengaging two or more wheels of the vehicle from a drivetrain of the vehicle through actuation of one or more clutches used to couple the two or more wheels to an axle of the drivetrain of the vehicle, or in response to the vehicle transitioning to the on state, engaging the two or more wheels of the vehicle with the drivetrain of the vehicle through actuation of the one or more clutches used to couple the two or more wheels to the axle of the drivetrain of the vehicle.

2. The method of claim 1, wherein the disengaging the two or more wheels of the vehicle results in the vehicle being in a tow-ready state whereby the drivetrain of the vehicle is prepared for being towed by a tow truck, and wherein an air compressor carried by the tow truck is used to provide positive air pressure to air brakes of the two or more wheels when the vehicle is in the tow-ready state thereby placing the two or more wheels of the vehicle in a freewheel state in order to enable towing of the vehicle.

3. A method of controlling a driveline disconnect of a vehicle, comprising: determining when a vehicle transitions to an off state; determining whether the vehicle is in a tow mode; and in response to determining the vehicle transitioning to the off state and determining the vehicle is in the tow mode, disengaging two or more wheels of the vehicle from a drivetrain of the vehicle through actuation of one or more clutches used to couple the two or more wheels to an axle of the drivetrain of the vehicle.

4. The method of claim 3, further comprising receiving a user input from an operator of the vehicle, wherein the user input is used to determine whether the vehicle is in the tow mode.

5. The method of claim 4, wherein the user input is a tow mode input that places the vehicle in a tow-ready state, and wherein the tow-ready state is a state of the vehicle where the drivetrain of the vehicle is prepared for being towed by a tow truck, which includes disengagement of the two or more wheels of the vehicle from the drivetrain of the vehicle.

6. The method of claim 3, further comprising receiving a user input from an operator of the vehicle, wherein the user input is used to cause the vehicle to be placed into a drive-ready mode, and wherein the drive-ready mode is a mode in which the two or more wheels of the vehicle are coupled to the axle of the drivetrain.

7. A vehicle driveline control system, comprising: a wheel end including a wheel hub; an axle; a clutch coupled between the axle and the wheel hub to control engagement of the wheel hub to the axle; and a processing subsystem configured to: determine when a vehicle transitions to at least one of an off state or an on state; and at least one of in response to the vehicle transitioning to the off state, disengage a wheel of the vehicle from a drivetrain of the vehicle through actuation of the clutch, or in response to the vehicle transitioning to the on state, engage the wheel of the vehicle with the drivetrain of the vehicle through actuation of the clutch.

8. A vehicle having the vehicle driveline control system of claim 7.

9. The vehicle driveline control system of claim 7, wherein the processing subsystem includes at least one controller, and wherein the at least one controller has at least one processor and memory storing computer instructions that, when executed by the at least one processor, cause the vehicle driveline control system to determine whether the vehicle transitions to the off state and to disengage the two or more wheels in response to the vehicle transitioning to the off state.

10. The vehicle driveline control system of claim 7, wherein the vehicle includes air brakes that are operated between an applied brake state and a released brake state through application of air pressure, and wherein the air brakes are biased to the applied brake state when positive air pressure is not applied.

11. The vehicle driveline control system of claim 7, wherein the air brakes are used to provide a braking force to brakes of the two or more wheels of the vehicle, and wherein the two or more wheelsof the vehicle are in a freewheel state as a result of applying positive air pressure to the brakes of the two or more wheels and disengaging the two or more wheels of the vehicle.

12. The vehicle driveline control system of claim 8, wherein disengaging the wheel of the vehicle results in the vehicle being in a tow-ready state whereby the drivetrain of the vehicle is prepared for being towed by a tow truck, and wherein an air compressor carried by the tow truck is used to provide the positive air pressure to the brakes of the wheel when the vehicle is in the tow-ready state thereby placing the wheel of the vehicle in the freewheel state in order to enable towing of the vehicle, and wherein engaging the wheel of the vehicle with the drivetrain of the vehicle results in the vehicle being taken out of the tow-ready state.

13. The vehicle driveline control system of claim 7, wherein the at least one clutch includes a plurality of clutches, wherein wheels of the vehicle are coupled to the drivetrain of the vehicle via a separate one of the plurality of clutches, and wherein each clutch of the plurality of clutches is controlled between an engaged position and a disengaged position by a linear actuator.

14. The vehicle driveline control system of claim 13, wherein the plurality of clutches includes four clutches, wherein the drivetrain includes a first axle coupled to two wheels of the vehicle, wherein the drivetrain includes a second axle coupled to two other wheels of the vehicle, and wherein each wheel of the vehicle is coupled to either the first axle or the second axle of the drivetrain of the vehicle via a separate one of the plurality of clutches.

15. The vehicle driveline control system of claim 14, wherein an electronically-controllable center axle disconnect is controllable between an engaged state and a disengaged state whereby power by a powertrain of the vehicle is selectively delivered to the first axle of the drivetrain depending on whether the electronically-controllable center axle disconnect is in the engaged state or the disengaged state.

16. The vehicle driveline control system of claim 13, wherein the linear actuator is an electronically-controllable linear actuator, a pneumatically-controllable linear actuator, or a hydraulically-controllable linear actuator.

17. The vehicle driveline control system of claim 7, wherein a jump box is used to provide an input to the linear actuator in order to control the clutch between the engaged position and the disengaged position.

18. The vehicle driveline control system of claim 7, wherein the clutch includes a dynamically- controllable clutch (DCC).

19. The vehicle driveline control system of claim 18, further comprising at least one other wheel hub and at least one other DCC configured to be coupled to the at least one other wheel hub.

20. A vehicle driveline control system, comprising: a wheel end including a wheel hub; an axle; a clutch coupled between the wheel hub and the axle to control engagement of the wheel hub to the axle; and a processing subsystem configured to: determine when a vehicle transitions to an off state; determine whether the vehicle is in a tow mode; and in response to determining the vehicle transitioning to the off state and determining the vehicle is in the tow mode, disengage a wheel of the vehicle from a drivetrain of the vehicle through actuation of the clutch.

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