阅读说明：本技术 包括非接触式线性感应位置传感器的耦合器和控制器组件 (Coupler and controller assembly including a non-contact linear inductive position sensor ) 是由 瑞安·W·埃森马凯尔 于 2021-03-29 设计创作，主要内容包括：本发明提供了一种包括非接触式线性感应位置传感器的耦合器和控制器组件。该组件包括耦合器壳体和设置在耦合器壳体内并包括定子壳体的定子结构。转换器结构耦合至组件的耦合器构件从而与其一起绕旋转轴线旋转。传感器安装在其中一个壳体上。转换器结构包括由导电材料制成的耦合器元件。传感器被配置为产生磁场,以在导电材料中感生出涡电流。耦合器元件的运动改变了涡电流产生的磁场。传感器提供位置反馈信号用于车辆变速器控制。信号与转换器结构沿着旋转轴线的线性位置相关。(The present invention provides a coupler and controller assembly including a non-contact linear induction position sensor. The assembly includes a coupler housing and a stator structure disposed within the coupler housing and including a stator housing. The transducer structure is coupled to the coupler member of the assembly so as to rotate therewith about the axis of rotation. The sensor is mounted on one of the housings. The transducer structure includes a coupler element made of a conductive material. The sensor is configured to generate a magnetic field to induce eddy currents in the electrically conductive material. The movement of the coupler element changes the magnetic field generated by the eddy currents. The sensors provide position feedback signals for vehicle transmission control. The signal is related to the linear position of the transducer structure along the axis of rotation.)

1. A coupler and controller assembly including a non-contacting linear induction position sensor, comprising:

a coupler housing;

a stator structure disposed within the coupler housing and including a stator housing defining an axis of rotation and at least one electromagnetic source disposed within the stator housing;

a first coupler member and a second coupler member each rotatable about the axis of rotation within the coupler housing by a support, and a locking member for selectively mechanically coupling the first coupler member and the second coupler member together;

a converter structure coupled to the second coupler member so as to rotate therewith, the converter structure including a plunger having a free end configured to move within a channel in the second coupler member so as to engage and actuate the locking member disposed within the second coupler member, the converter structure supported for small-displacement translational movement relative to the stator housing along the axis of rotation between first and second stable axial end positions corresponding to first and second operating states of the assembly, respectively, the converter structure translating along the axis of rotation between different first and second stable axial end positions when subjected to a net translational force, the net translational force comprises a first translational force generated by energizing the at least one electromagnetic source and a magnetic latching force based on a linear position of the translator structure relative to the stator housing along the axis of rotation; and

a non-contacting linear inductive position sensor mounted on one of the coupler housing and the stator housing, wherein the transducer structure includes a coupler element made of an electrically conductive material, the sensor configured to generate a magnetic field to induce eddy currents in the electrically conductive material of the coupler element, wherein movement of the coupler element alters the eddy current generated magnetic field, the sensor providing a position feedback signal for vehicle transmission control, wherein the signal is associated with a linear position of the transducer structure along the axis of rotation.

2. The coupler and controller assembly of claim 1, wherein the at least one electromagnetic source comprises at least one electromagnetic induction coil.

3. The coupler and controller assembly of claim 1 wherein one of the stator structure and the translator structure includes a permanent magnet source.

4. The coupler and controller assembly of claim 1, wherein the locking member is a strut or a rocker.

5. The coupler and controller assembly of claim 1, wherein the first coupler member is a notch plate and the second coupler member is a slot plate.

6. The coupler and controller assembly of claim 1, wherein the shifter structure has a pair of stable, non-assisted, magnetically latched states corresponding to the coupled and uncoupled positions of the locking member.

7. The coupler and controller assembly of claim 1, wherein the sensor comprises a printed circuit board, and wherein the coupler element is supported adjacent the printed circuit board.

8. The coupler and controller assembly of claim 1, wherein the coupler element comprises an annular conductive ring.

9. The coupler and controller assembly of claim 1, wherein the sensor is mounted on an outer surface of the stator housing.

10. The coupler and controller assembly of claim 1, wherein the sensor is mounted on an inner surface of the coupler housing.

11. A clutch and controller assembly including a non-contact linear position sensor, comprising:

a clutch housing;

a stator structure disposed within the clutch housing and including a stator housing defining an axis of rotation and at least one electromagnetic source disposed within the stator housing;

a first clutch member and a second clutch member each supported for rotation within the clutch housing about the rotational axis, and a plurality of locking members for selectively mechanically coupling the first clutch member and the second clutch member together;

a converter structure coupled to the second clutch member for rotation therewith, the converter structure including a plurality of plungers, each having a free end configured to move within a channel in the second clutch member to engage and actuate the locking member disposed within the second clutch member, the converter structure being supported for small-displacement translational movement relative to the stator housing along the axis of rotation between first and second stable axial end positions corresponding to first and second operating states of the assembly, respectively, the converter structure translating along the axis of rotation between different first and second stable axial end positions when subjected to a net translational force, the net translational force comprises a first translational force generated by energizing the at least one electromagnetic source and a magnetic latching force based on a linear position of the translator structure relative to the stator housing along the axis of rotation; and

a non-contacting linear inductive position sensor mounted on one of the clutch housing and the stator housing, wherein the transducer structure includes a coupler element made of an electrically conductive material, the sensor configured to generate a magnetic field to induce eddy currents in the electrically conductive material of the coupler element, wherein movement of the coupler element alters the magnetic field generated by the eddy currents, the sensor providing a position feedback signal for vehicle transmission control, wherein the signal is associated with a linear position of the transducer structure along the axis of rotation.

12. A clutch and controller assembly as set forth in claim 11 wherein said at least one electromagnetic source comprises at least one electromagnetic induction coil.

13. A clutch and controller assembly as set forth in claim 11 wherein one of said stator structure and said converter structure includes a permanent magnet source.

14. A clutch and controller assembly as set forth in claim 11 wherein each of said locking members is a strut or a rocker.

15. A clutch and controller assembly as set forth in claim 11 wherein said first clutch member is a notch plate and said second clutch member is a slotted plate.

16. A clutch and controller assembly as claimed in claim 11 wherein the converter structure has a pair of stable, non-assisted magnetic latching states corresponding to the coupled and uncoupled positions of the locking member.

17. A clutch and controller assembly as set forth in claim 11 wherein said sensor includes a printed circuit board and wherein said coupler element is supported adjacent said printed circuit board.

18. A clutch and controller assembly as claimed in claim 11, wherein the coupler element comprises an annular conductive ring.

19. A clutch and controller assembly as set forth in claim 11 wherein said sensor is mounted on an outer surface of said stator housing.

20. A clutch and controller assembly as set forth in claim 11 wherein said sensor is mounted on an inner surface of said clutch housing.

Technical Field

The present invention relates generally to coupler and controller assemblies each having a non-contacting linear inductive position sensor, and more particularly to such assemblies that use a linear inductive position sensor to sense transducer position.

Background

A typical one-way clutch (OWC) includes an inner race, an outer race and a locking device located between the two races. One-way clutches are designed to lock in one direction while allowing free rotation in the other direction. Two common one-way clutches for automatic transmissions for vehicles include:

a roller type including spring-loaded rollers located between inner and outer races of a one-way clutch (in some applications rollers are also used without springs); and

sprag type, which includes asymmetrically shaped wedges located between the inner and outer races of the one-way clutch.

One-way clutches are commonly used in transmissions to prevent interruption of actuation torque (i.e., power flow) during certain gear shifts and to allow the engine to brake during coasting.

The controllable or selectable one-way clutch (i.e., OWC) is different from conventional one-way clutch designs. The alternative OWC incorporates a second set of locking members in combination with the slide plate. This additional set of locking members plus upper slide adds a variety of functions to the OWC. Controllable OWCs are capable of creating a mechanical connection between a rotating or stationary shaft in one or two directions, as required by the design. Furthermore, OWCs are capable of overrunning in one or both directions, depending on the design. The controllable OWC comprises an externally controlled selection or control mechanism. The selection mechanism is movable between more than two positions corresponding to different modes of operation.

U.S. patent No. 5,927,455 discloses a two-way overrunning ratchet clutch, U.S. patent No. 6,244,965 discloses a planar overrunning coupler, and U.S. patent No. 6,290,044 discloses a selectable one-way clutch assembly for an automatic transmission.

Us patent nos. 7,258,214 and 7,344,010 disclose overrunning coupling assemblies, and us patent No. 7,484,605 discloses an overrunning radial coupling assembly or clutch.

A suitably designed controllable OWC may have near zero parasitic losses in the "off state. It can also be driven by electromechanical means and without the complexity or parasitic losses like hydraulic pumps and valves.

Other related U.S. patent publications include: 2016/0377126, respectively; 2015/0014116, respectively; 2011/0140451, respectively; 2011/0215575, respectively; 2011/0233026, respectively; 2011/0177900, respectively; 2010/0044141, respectively; 2010/0071497, respectively; 2010/0119389, respectively; 2010/0252384, respectively; 2009/0133981, respectively; 2009/0127059, respectively; 2009/0084653, respectively; 2009/0194381, respectively; 20009/0142207, respectively; 2009/0255773, respectively; 2009/0098968, respectively; 2010/0230226, respectively; 2010/0200358, respectively; 2009/0211863, respectively; 2009/0159391, respectively; 2009/0098970, respectively; 2008/0223681, respectively; 2008/0110715, respectively; 2008/0169166, respectively; 2008/0169165, respectively; 2008/0185253, respectively; 2007/0278061, respectively; 2007/0056825, respectively; 2006/0252589, respectively; 2006/0278487, respectively; 2006/0138777, respectively; 2006/0185957, respectively; 2004/0110594, respectively; and the following U.S. patent nos.: 9,874,252, respectively; 9,732,809, respectively; 8,888,637, respectively; 7,942,781, respectively; 7,806,795, respectively; 7,695,387, respectively; 7,690,455, respectively; 7,491,151, respectively; 7,484,605, respectively; 7,464,801, respectively; 7,349,010, respectively; 7,275,628, respectively; 7,256,510, respectively; 7,223,198, respectively; 7,198,587, respectively; 7,093,512, respectively; 6,953,409; 6,846,257, respectively; 6,814,201, respectively; 6,503,167, respectively; 6,328,670, respectively; 6,692,405, respectively; 6,193,038, respectively; 4,050,560, respectively; 4,340,133, respectively; 5,597,057, respectively; 5,918,715, respectively; 5,638,929, respectively; 5,342,258, respectively; 5,362,293, respectively; 5,678,668, respectively; 5,070,978; 5,052,534, respectively; 5,387,854, respectively; 5,231,265, respectively; 5,394,321, respectively; 5,206,573, respectively; 5,453,598, respectively; 5,642,009, respectively; 6,075,302, respectively; 6,065,576, respectively; 6,982,502, respectively; 7,153,228, respectively; 5,846,257, respectively; 5,924,510, respectively; and 5,918,715.

A linear motor is an electric motor whose stator and rotor are "unwound" such that it generates a linear force along its length rather than a torque (rotation). The most common mode of operation is the lorentz type actuator, where the applied force is linearly proportional to the current and the magnetic field. Published U.S. application 2003/0102196 discloses a bi-directional linear motor.

Linear stepper motors are used for positioning applications that require rapid acceleration and high speed movement under low mass payloads. Mechanical simplicity and precise open loop operation are additional features of the linear stepper motor system.

Linear stepper motors operate under the same electromagnetic principles as rotary stepper motors. The fixed member or platen is a passive toothed steel strip that extends over a desired length of travel. Permanent magnets, toothed electromagnets and bearings are incorporated into the moving element or mover (forcer). The mover moves bi-directionally along the platen to ensure discrete positions in response to current conditions in the field windings. Typically, the motor is bi-phasic, but more phases may be employed.

Linear stepper motors are well known in the art and operate according to established principles of magnetic theory. The stator or platen member of a linear stepper motor comprises an elongated rectangular steel strip having a plurality of parallel teeth extending over the distance to be traversed and serving as a track for a so-called mover member of the motor.

The pressure plate is completely passive during operation of the motor and all magnets and electromagnets are incorporated into the mover or armature components. The mover moves bi-directionally along the platen to assume discrete positions in response to current conditions in its field windings.

U.S. patent documents assigned to the same assignee as the present application and related thereto include 8,813,929; 8,888,637, respectively; 9,109,636, respectively; 9,121,454, respectively; 9,186,977, respectively; 9,303,699, respectively; 9,435,387, respectively; 2012/0149518, respectively; 2013/0256078, respectively; 2013/0277164, respectively; 2014/0100071, respectively; 2015/0014116, respectively; 9,255,614, respectively; 2015/0001023, respectively; 9,371,868, respectively; 2016/0369855, respectively; 2016/0131206, respectively; 2016/0377126, respectively; 2016/0131205, respectively; 2016/0047439, respectively; 2018/0328419, respectively; 2018/0010651, respectively; 2018/0038425, respectively; 2018/0106304, respectively; 2018/0156332, respectively; 2018/0231105, respectively; 2019/0170198, respectively; 9,482,294, respectively; 9,482,297, respectively; 9,541,141, respectively; 9,562,574, respectively; 9,638,266, respectively; 8,286,722, respectively; 8,720,659, respectively; and 9,188,170. The disclosures of all of the above commonly assigned patent documents are incorporated herein by reference in their entirety.

Some of the above-identified related patent documents, assigned to the assignee of the present application, disclose a 2-position linear eCMD (electrically controlled mechanical diode). The device is a dynamic one-way clutch because both races (i.e., notch plate and race plate) rotate. The linear motor or actuator moves, which in turn moves a plunger coupled to the strut via a magnetic field generated by the stator. The actuator has a ring of permanent magnets that latches the clutch in two states: ON (ON) and OFF (OFF). Power is consumed only during the transition from one state to another. Once in the desired state, the magnet latches and shuts off power.

U.S. patent documents 2015/0000442, 2016/0047439 and U.S. patent No. 9,441,708 disclose a magnetically latched bidirectional CMD for a 3-position linear motor.

The mechanical force caused by a local or remote magnetic source (i.e., an electrical current and/or a Permanent Magnet (PM) material) can be determined by examining the magnetic field generated or "excited" by the magnetic source. The magnetic field is a vector field that indicates the magnitude and direction of the influential capability of a local or remote magnetic source at any point in space. The strength or magnitude of the magnetic field at a point within any region of interest depends on the strength, number, and relative location of the excitation magnetic sources and the magnetic properties of the various media between the location of the excitation sources and the designated region of interest. Magnetic properties refer to the properties of a material that determine the "ease" with which a certain level of magnetic field strength is to be established, or the "degree of excitation" required to "magnetize" a unit volume of the material. In general, regions containing ferrous materials are more easily "magnetized" than regions containing air or plastic materials.

The magnetic field may be represented or described as three-dimensional lines of force, which are closed curves that traverse throughout the spatial region and material structure. These lines of force are seen to couple or connect the magnetic sources within the structure when magnetic "play" occurs within the magnetic structure (producing a measurable level of mechanical force). If the magnetic field lines surround all or part of the current path in the structure, these magnetic field lines are coupled/connected to a current source. If the lines of force generally traverse the PM material in the direction of permanent magnetization or in the opposite direction, these lines of force are coupled/connected to the PM source. Individual force or field lines that do not cross each other exhibit different degrees of tensile stress at each point along the extension of the line, much like the tension in a stretched "rubber band" stretched into the shape of a closed field line curve. This is the primary method of generating forces across the air gap in a magnetomechanical structure.

One can generally determine the direction of net force generation in various parts of a magnetic machine by examining the magnetic field line diagrams within the structure. The more field lines in any one direction across the air gap separating the machine elements (the more the rubber band stretches), the greater the "pull" force between the machine elements in that given direction.

Electronic dynamic clutch

Various transmissions require a dynamic clutch or a clutch having two rotatable races. Wet friction clutch packs, dog clutches and synchronizers are commonly used in dynamic clutch assemblies.

A prior art Dynamically Controllable Clutch (DCC) is shown generally at 12 in fig. 1-3. DCC12 is electrically driven. DCC12 has a race or groove plate 13 and a race or notch plate 16. The slot plate 13 contains two sets of radial locking elements 26, one for CW and the other for CCW engagement. During engagement, at least one set of locking elements 26 simultaneously makes contact with the groove engagement surface of the groove plate 13 and the notch engagement surface of the notch plate 16, respectively, to allow the clutch 12 to transmit torque.

Unlike the static CMD-e clutch, the dynamic function of the DCC does not allow the use of a solenoid to engage and disengage the locking element 26. A linear motor, generally indicated at 14, controls the locking element 26 while both races 13 and 16 are rotating. The linear motor 14 includes a stator, generally indicated at 22, and a translator, generally indicated at 20. The stator 22 is stationary and is secured to a gearbox (not shown) by a mount 47. The stator 22 includes copper wire coils 44 and 46 and steel plates 48, 50, and 52. The plates 48, 50 and 52 provide or define a receptacle for the coil. The two coils 44 and 46 are wound in series with opposite polarities with respect to each other (anti-series).

In DCC12 of fig. 1-3, converter 20 is assembled to and rotates with slot plate 13. The translator 20 comprises an annular ring of segmented permanent magnets 21, steel plates 23 and 25 and a rigid plunger 30 operating a locking element 26. The plunger 30 extends through an aperture formed through the carriage 51 of the transducer 20 and is biased by the spring 34. The plungers 30 are threaded at their ends and are secured within their bores by internally threaded nuts 35. The tapered end of each plunger 30 extends through the bore of the ring 53.

Figures 2 and 3 illustrate in detail how the linear motor 14 controls the DCC locking element 26. The plunger 30 within the converter 20 directly contacts the locking element 26 and tilts it up or down depending on the direction of actuation. When the converter 20 is moved from "off" to "on", each plunger 30 contacts the bottom side or surface of its locking element 26 so that it can engage into the notch plate 16. The clutch 12 is capable of transmitting torque after the locking element 16 is engaged. During the engaged state, the return spring 28 below each locking element 26 is compressed. When controlled "off", the converter 20 moves back toward the "off" (i.e., rightmost) position and the plunger 30 loses contact with the locking element 26. The compressed return spring 28 generates a force that tilts or disconnects the locking element 26 downward. Once torque reversal occurs, the locking element 26 may be disengaged and the clutch 12 may freewheel.

Fig. 2 and 3 show the linear motor 14 in the "off" position and the "on" position, respectively. To change state from "off" to "on," the current energizes the coil 46 closest to the transducer 20. The energized coil 46 produces a magnetic field that repels the steady state field produced by the permanent magnet 21, while the remote coil 44 produces an attractive magnetic field.

The combination of the repulsive and attractive forces caused by the stator coils 44 and 46 causes the transducer 20 to move. Once the translator 20 passes the central stator steel plate 50, the permanent magnets 21 attempt to properly align the leftmost steel plate 48 of the stator 22. However, the mechanical stop 53 (fig. 2 and 3) prevents full alignment, which creates a biasing force to hold the converter 20 in the "open" position. The switch 20 is magnetically latched in the "open" position.

Similar to a bi-stable solenoid, magnetic latching allows the removal of electrical power as long as the device is not actively changing position. After 50 to 150ms, the current is "turned off" as the change of state is effected, and no current is required anymore. The magnetic latching force eliminates energy consumption during steady state conditions.

To separate DCC12, current is applied to coil 44 closest to transducer 20 (previously remote coil 46) and linear motor 14 moves from "open" stop 53 to a ring that acts as a "close" stop 42 in a similar manner as described above. The "closing" mechanical stop 42 prevents the permanent magnet 21 and the rightmost steel plate 52 of the stator 22 from being properly aligned, thereby remaining magnetically latched in the "closed" position.

DCC can replace synchronizers in simple gearboxes (e.g., AMT and DCT) and improve overall packaging by eliminating fork-based complex actuation systems. The fork actuation system is eliminated and the linear motor actuation system described above is fully enclosed within the gearbox.

A problem with the DCC described above is that such actuation systems are relatively complex and have a relatively large number of component parts.

A problem with DCCs having hydraulically actuated systems is that the DCC operates in a hot oil environment, where the oil may be contaminated. Furthermore, hydraulic actuation systems typically have poor response times and limited acceleration, and require a relatively large amount of energy to operate over the life of the actuation system. In addition, many such systems move in only one direction and require more than one spring to provide the return stroke.

Latches are commonly used with one-way clutches to hold the clutch in either an "open" position or a "closed" position using hydraulic, pneumatic, mechanical, or electrical means. Such latches are typically included in the actuation system of the clutch. This presents a problem for dynamically controlled clutches, as such actuation systems are generally not expected to rotate and therefore tend to be external to the clutch.

As used herein, the term "sensor" is used to describe a circuit or assembly that includes a sensing element and other components. In particular, as used herein, the term "magnetic field sensor" is used to describe a circuit or component that includes a magnetic field sensing element and electronics coupled to the magnetic field sensing element.

As used herein, the term "magnetic field sensing element" is used to describe various electronic elements capable of sensing a magnetic field. The magnetic field sensing element may be, but is not limited to, a hall effect element, a magnetoresistive element, or a magnetotransistor. It is well known that there are different types of hall effect elements, such as planar hall elements, vertical hall elements, and Circular Vertical Hall (CVH) elements. Different types of magnetoresistive elements are also known, such as Giant Magnetoresistive (GMR) elements, Anisotropic Magnetoresistive (AMR) elements, indium antimonide (InSb) sensors and Magnetic Tunnel Junctions (MTJ).

It is well known that some of the above-mentioned magnetic field sensing elements tend to have axes of maximum sensitivity parallel to the substrate supporting the magnetic field sensing elements, and others of the above-mentioned magnetic field sensing elements tend to have axes of maximum sensitivity perpendicular to the substrate supporting the magnetic field sensing elements. In particular, planar hall elements tend to have a sensitivity axis perpendicular to the substrate, while magnetoresistive elements and vertical hall elements (including Circular Vertical Hall (CVH) sensing elements) tend to have a sensitivity axis parallel to the substrate.

Magnetic field sensors are used in a variety of applications, including but not limited to angle sensors that sense the angle of direction of a magnetic field, current sensors that sense the magnetic field generated by current carried by a charged conductor, magnetic switches that sense the proximity of a ferromagnetic object, rotation detectors that sense the passing ferromagnetic article (e.g., the magnetic domains of a ring magnet), and magnetic field sensors that sense the magnetic field density of a magnetic field.

Modern automobiles employ engine transmission systems having gears of different sizes to transmit power generated by the engine of the vehicle to the wheels of the vehicle depending on the speed at which the vehicle is traveling. Engine transmission systems typically include a clutch mechanism that can be engaged and disengaged with these gears. The clutch mechanism may be operated manually by the driver of the vehicle or automatically by the vehicle itself depending on the speed at which the driver wishes to operate the vehicle.

In an automatic transmission vehicle, the vehicle needs to sense the position of the clutch to make smooth and efficient gear shifts between gears in the transmission, and an overall efficient transmission control is required. Therefore, automatic transmission vehicles may use a clutch position sensing component for sensing the linear position of the clutch to assist in shifting and transmission control.

Current clutch position sensing components utilize magnetic sensors. One advantage of using a magnetic sensor is that the sensor does not have to make physical contact with the object to be sensed, thereby avoiding mechanical wear between the sensor and the object. However, due to the necessary clearance or tolerance between the sensor and the sensed object, the actual linear clutch measurement accuracy may be affected when the sensor is not in physical contact with the sensed object. Furthermore, current sensing systems that address this problem use coils and some application specific integrated circuits that are relatively expensive.

Us patent No. 8,324,890 discloses a transmission clutch position sensor that includes two hall sensors located at opposite ends of a flux concentrator outside the transmission case to sense the magnetic field generated by a magnet attached to the clutch piston. To reduce sensitivity to gap tolerances between the magnet and the magnet, the ratio of the voltage of one hall sensor to the sum of the voltages from the two hall sensors is used to correlate with the piston and thus with the clutch position. The following U.S. and foreign patent documents are relevant to the present invention: GB 253319; DE 102016118266; FR 3025878; and US10,247,578.

For purposes of this application, the term "coupler" should be construed to include a clutch or brake wherein one plate is drivably connected to a torque-transmitting element of the transmission and the other plate is drivably connected to the other torque-transmitting element or is anchored and held stationary relative to the transmission housing. The terms "coupler", "clutch" and "brake" may be used interchangeably.

Nevertheless, there is still a need to sense the position of the transducer within the coupler and controller assembly to detect "fully connected" and "fully disconnected" coupling conditions, particularly during stator coil start-up.

Disclosure of Invention

It is an object of at least one embodiment of the present invention to provide a coupler and controller assembly including at least one non-contact linear inductive displacement sensor that senses transducer position, wherein the coupling state of the assembly need not be inferred indirectly.

To achieve the above and other objects of at least one embodiment of the present invention, a coupler and controller assembly is provided that includes a non-contacting linear inductive position sensor. The assembly includes a coupler housing and a stator structure disposed within the coupler housing and including a stator housing defining an axis of rotation. At least one electromagnetic source is disposed within the stator housing. The assembly includes a first coupler member and a second coupler member, each rotatable about an axis of rotation within a coupler housing by a support, and a locking member for selectively mechanically coupling the coupler members together. The transducer structure is coupled to the second coupler member for rotation therewith. The transducer structure includes a plunger having a free end configured to move within a channel in the second coupler member to engage and actuate a locking member disposed within the second coupler member. The converter structure is supported for small-displacement translational movement along the axis of rotation relative to the stator housing between a first stable axial end position and a second stable axial end position, which end positions correspond respectively to the first operating state and to the second operating state of the assembly. The transducer structure translates along the axis of rotation between different end positions when subjected to a net translational force. The net translational force includes a first translational force generated by energizing the at least one electromagnetic source and a magnetic latching force based on a linear position of the translator structure relative to the stator housing along the axis of rotation. A non-contact linear inductive position sensor is mounted on one of the housings. The transducer structure includes a coupler element made of a conductive material. The sensor is configured to generate a magnetic field to induce eddy currents in the conductive material of the coupler element, wherein movement of the coupler element alters the magnetic field generated by the eddy currents. The sensor provides a position feedback signal for vehicle transmission control. The signal is associated with a linear position of the transducer structure along the axis of rotation.

The at least one electromagnetic source may comprise at least one electromagnetic induction coil.

One of the above structures may include a permanent magnet source.

The locking member may be a strut or a rocker.

The first coupler member may be a notch plate and the second coupler member may be a slot plate.

The converter structure may have a pair of stable, non-assisted, magnetically latched states corresponding to the coupled and uncoupled positions of the locking member.

The sensor may include a printed circuit board with the coupler element supported adjacent the circuit board.

The coupler element may comprise an annular conductive ring.

The sensor may be mounted on an outer surface of the stator housing.

The sensor may be mounted on an inner surface of the coupler housing.

Further, to achieve the above and other objects of at least one embodiment of the present invention, a clutch and controller assembly is provided that includes a non-contact linear position sensor. The assembly includes a clutch housing and a stator structure disposed within the clutch housing and including a stator housing defining an axis of rotation. At least one electromagnetic source is disposed within the stator housing. The assembly includes first and second clutch members, each supported for rotation about an axis of rotation within a clutch housing, a plurality of locking members for selectively mechanically coupling the clutch members together. The converter structure is coupled to the second clutch member for rotation therewith. The transducer structure includes a plurality of plungers. Each plunger has a free end configured to move within a channel in the second clutch member to engage and actuate a locking member disposed within the second clutch member. The converter structure is supported for small-displacement translational movement along the axis of rotation relative to the stator housing between a first stable axial end position and a second stable axial end position, which correspond respectively to the first operating condition and to the second operating condition of the assembly. The transducer structure translates along the axis of rotation between different end positions when subjected to a net translational force. The net translational force includes a first translational force generated by energizing the at least one electromagnetic source and a magnetic latching force based on a linear position of the transducer structure relative to the stator housing along the axis of rotation. A non-contact linear position sensor is mounted on one of the housings. The transducer structure includes a coupler element made of a conductive material. The sensor is configured to generate a magnetic field to induce eddy currents in the conductive material of the coupler element, wherein movement of the coupler element alters the magnetic field generated by the eddy currents. The sensor provides a position feedback signal for vehicle transmission control, wherein the signal is correlated to a linear position of the transducer structure along the axis of rotation.

The at least one electromagnetic source may comprise at least one electromagnetic induction coil.

One of the above structures may include a permanent magnet source.

Each locking member may be a strut or a rocker.

The first clutch member may be a notch plate and the second clutch member may be a slot plate.

The converter structure may have a pair of stable, non-assisted, magnetically latched states corresponding to the coupled and uncoupled positions of the locking member.

The sensor may include a printed circuit board with the coupler element supported adjacent the circuit board.

The coupler element may comprise an annular conductive ring.

The sensor may be mounted on an outer surface of the stator housing.

The sensor may be mounted on an inner surface of the clutch housing.

Drawings

FIG. 1 is an exploded perspective view of a prior art electronic dynamic coupler and controller assembly to be improved in accordance with at least one embodiment of the present invention, including a Dynamically Controllable Clutch (DCC);

FIG. 2 is a cross-sectional side view, partially in cross-section, of the clutch of FIG. 1 with its linear motor's transducer magnetically latched in its "off" position;

FIG. 3 is a view similar to that of FIG. 2, with the transducer magnetically latched in its "open" position;

FIG. 4 is a view similar to that of FIG. 2, wherein the assembly of FIG. 1 has been modified to include a non-contact linear induction position sensor;

FIG. 5 is a view similar to that of FIG. 4, but with the converter latched in its "open" position;

FIG. 6 is an exploded perspective view of a prior art electronic dynamic coupler and controller assembly, including DCC, to be improved in accordance with at least one embodiment of the present invention;

FIG. 7 is a cross-sectional side view, partially in cross-section, of the assembly of FIG. 6, with the DCC in a flywheel mode;

fig. 8 is a view similar to that of fig. 7, but with the DCC in its locked mode;

FIG. 9 is a view similar to that of FIG. 7, wherein the assembly of FIG. 6 has been modified to include a non-contact linear induction position sensor; and is

FIG. 10 is a view similar to the view of FIG. 8, wherein the assembly of FIG. 6 has been modified differently from the embodiment of FIG. 9 to include a non-contact linear induction position sensor.

Detailed Description

As required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.

Referring now to fig. 4 and 5, the prior art assembly or DCC12 of fig. 1-3 has been modified to include a non-contact linear induction position sensor, generally designated 80. Fig. 4 and 5 show alternative locations for the sensor 80 on the plates 48 and 52 of the stator housing.

The position sensor or eddy current sensor 80 operates by generating a varying magnetic field in the coils in the coil active area 82 of the PCB84 to induce eddy current loops in the conductive material of the side or steel plates 23 or 25. The circular flow of current generated in the conductive material forms an electromagnet, which opposes the magnetic field of the coil. The sensor 80 can measure the change in the magnetic field caused by eddy currents and the change is correlated to the proximity of the conductive material to the sensor 80. There is a coupling between the magnetic field of the coil and eddy currents, similar to the coupling between transformer windings that create mutual inductance. The coupling depends on the distance and variations in the coupling affect the inductance of the coil and the coupler system. The change in inductance is measured from the change in the resonant frequency of the coil. When the current reaches a steady state magnitude, the inductance of the system can be calculated from the measured time constant and the known resistance of the sensor electronics (not shown). Sensor 80 can be fashioned as a lossy inductor in parallel with a capacitor. With the known inductance, capacitance and resistance of the circuit, the resonant frequency can be calculated.

The value output by eddy current sensor 80 is relatively high when sensor 80 is relatively close to steel plate 23 or 25 and relatively low when sensor 80 is relatively far from steel plate 23 or 25. Sensor 80 is relatively unaffected by the magnetic fields of stator coils 44 and 46 when they are activated. As the transducer moves axially to deploy or return the strut, the side steel plates 23 or 25 of the transducer move toward and away from the sense coils of the sensor 80. As the distance of the side steel plate 23 or 25 from the coil changes, the sensor 80 detects a change in the coupling inductance between the coil and the side steel plate 23 or 25. This inductance reading is in turn converted to a variable digital or analog signal and reported to the vehicle controller. In this way, the clutch state is made known.

Referring now to fig. 6-8, another prior art coupler and controller assembly, generally designated 110, is shown. As shown in fig. 9 and 10, the assembly 110 is modified to include a non-contact linear induction position sensor as described below.

The coupler sub-assembly 112 includes one or more see-saw shaped locking members or posts, generally indicated at 122. The locking member 122 controllably transfers torque between a first clutch member or coupler member 124 and a second clutch member or coupler member 126, respectively, of the coupler subassembly 112.

The first clutch member 124 may be a notch plate and have a generally flat, annular coupler first face 133 that opposes the second face 130 of the second coupler member 126 and is oriented to face in axially opposite directions along the rotational axis 128 of the assembly 110. The first face 133 has a plurality of locking structures 135 that are engaged by the locking member 122 when protruding or pivoting from the slot 132 formed in the second coupler member 126 to prevent the first member 124 and the second member 126 from rotating relative to each other in at least one direction about the axis 128 of the assembly 110.

The second coupler member 126 may be a slotted plate having internal splines 127 that are rotatable in either a clockwise or counterclockwise direction about an axis of rotation 128 of the assembly 110 and includes a generally flat annular coupler face 130 having a plurality of slots 132, wherein each slot is sized and shaped to receive and actually retain a locking member 122, which may be a see-saw strut. The slots 132 are angularly spaced about the axis 128 of the assembly 110.

Each locking member 122 includes a first end surface for engaging the member, a second end surface for engaging the member, and an elongated body portion between the end surfaces. Each locking member 122 may also include a projecting outer pivot shaft projecting laterally from a body portion thereof to enable pivotal movement of the locking member 122 about a pivot axis of the locking member 122 intersecting the pivot shaft. During the pivoting movement, the end surface of the locking member 122 is movable between an engaged position and a disengaged position between the members 124 and 126, so that unidirectional torque transfer can occur between the coupler members 124 and 126 in the engaged position of the locking member 122.

Bearings (not shown), such as roller bearings, may support each pivot shaft adjacent the outer wall of each slot 132. Preferred locking members or struts 122 and their bearings are shown in detail in U.S. patent application No. 16/518,371 entitled "high speed overrunning coupler and controller assembly, coupler assembly, and locking member that pivotally moves with substantially reduced friction", filed 2019 on 7/22, which is incorporated herein by reference in its entirety.

The assembly 110 also includes a perforated retainer element or cover plate, generally indicated at 147, which is supported between the first and second clutch members 124 and 126, respectively. The retainer element 147 has a plurality of spaced apart openings 148 extending completely therethrough to allow the locking members or struts 122 to extend therethrough and lock the first and second clutch members 124 and 126 together, respectively. During such movement, the upper surface of the body portion of each locking member 122 pivots against the lower surface of the retainer plate 147.

The cover plate 147 is prevented from rotating relative to the slot plate 124 by shoulders spaced circumferentially around the periphery of the cover plate 147 and fitting within corresponding bores formed in the axially inner surface 151 of the slot plate 124.

A snap ring 152 is disposed within a groove 153 formed in an annular inner surface 151 of the notch plate 124 for holding the notch plate 124 and the groove plate 126 together.

The locking member 122 may be an injection molded locking member such as a metal injection molded locking member or part. In a similar manner, the slot plate 124 and the notch plate 126 may be injection molded.

The second coupler member 124 also has a face 154 opposite its first face 130 having a plurality of channels 155 spaced about the rotational axis 128 of the assembly 110. Each channel 155 communicates with its slot 132. The channels 155 transfer the actuation force to the corresponding locking members 122 in their corresponding slots 132. The second face 130 and the opposing face 154 are generally annular and extend generally radially relative to the axis of rotation 128 of the assembly 110.

An actuator, such as a spring actuator 158, is received within the channel 155 to provide an actuation force to actuate the locking members 122 within their respective slots 132 such that the locking members 122 move between their engaged and disengaged positions. Other types of resiliently deformable plungers or actuators may be used to provide the actuation force. The walls of the channel 155 are rigid such that the spring actuator 158 is radially supported at high rotational speeds of the slot plate 124.

A translator structure or support member, generally indicated at 157, of the assembly 110 is operatively connected to the spring actuator 158 via an annular support plate 159 of the structure 157, thereby linearly moving the spring actuator 158 in unison. The spring actuator 158 is supported on the plate 159 by spring supports formed on the plate 159. The support members 157 move upon receiving the net translational magnetic force to move the spring actuators 158 linearly within their channels 155.

As described in co-pending U.S. application No. 16/518,371, a biasing member (not shown), such as a return spring, biases the locking members 122 against pivotal movement of the locking members 122 toward their engaged positions. The spring actuators 158 pivot their locking members 122 against the bias of the biasing members. Each slot 132 has an internal recess for receiving its respective biasing spring, wherein each slot 132 is a spring slot.

The assembly 110 also includes a snap ring 170 disposed in a groove formed in an axially inner surface of the housing 161 to retain a bearing 178 at one surface thereof. Another snap ring 179 holds the bearing 178 against the groove plate 124 at an opposite surface. An annular seal 181 seals the bearing 178.

The assembly 110 includes a permanent magnet latching mechanism for maintaining the assembly 110 in its "open" and "closed" positions without the use of any energy. The magnetic latching mechanism of assembly 110 allows for lower energy usage, which means better vehicle efficiency, less component damage/wear, and better NVH (i.e., noise, vibration, and harshness).

The controller subassembly 114 includes a stator, generally indicated at 174, having two electromagnetic coils 176 for generating magnetic flux when one or both of the two coils 176 is energized.

The diverter structure 157 is configured to couple with a second coupler member (i.e., the slot plate 126) of a coupler subassembly or device for rotation therewith. The transducer structure 157 is supported for rotation relative to the housing 161 about the axis of rotation 128 when coupled to the coupler member 126 by a bushing or bearing 178.

As previously described, translator structure 157 also includes at least one (and preferably six) bi-directionally movable springs 158. Each spring 158 has a free end portion adapted to move within its channel 155 and engage one of the posts 122 of the coupler apparatus 112 for selective small displacement post movement.

As previously described, the translator structure 157 further includes a plate 159 operatively connected to the remainder of the translator structure 157 for selective bi-directional switching movement along the axis of rotation 128 between a first position of the translator structure 157 corresponding to the first mode of the coupler subassembly or apparatus 112 and a second position corresponding to the second mode of the coupler apparatus 112. When two springs 158 are provided, the springs 158 are spaced 180 ° apart from each other. The first and second modes may be a locked mode and an unlocked (i.e., free-wheeling) mode of the coupler apparatus 112.

When one of the coils 176 is energized to move the spring actuator 158 along the rotational axis 128, a first magnetic control force is applied to the spring actuator 158. By reversing the direction of the current in the stator 174, the spring actuator 158 moves in the opposite direction along the axis of rotation 128.

The translator structure 157 may include a hub or sled 180 adapted to couple with the slot plate 126 of the coupler apparatus 112. The slot plate 126 is supported for rotation relative to the housing 161 about the rotational axis 128 by a bushing 178. The hub 180 also slidingly supports the plate 159 during switching movement of the plate 159 along the axis of rotation 128.

The translator structure 157 also preferably includes a set of spaced guide pins (not shown) sandwiched between the inner surface of the hub 180 and the outer surface of the slot plate 126, the pins extending along the axis of rotation 128. The inner and outer surfaces may have V-shaped grooves or notches formed therein to retain the guide pins. During the switching movement of the plate 159 and the spring actuator 158 along the rotation axis 128, the hub 180 slides on the guide pins.

The stator 174 also includes a ferromagnetic housing, generally indicated at 182, having spaced apart fingers 184 and an electromagnetic coil 176 received between adjacent fingers 184.

The translator structure 157 also includes an annular outer subassembly 186 connected to the hub 180. Subassembly 186 includes an annular magnetic ring segment 188 sandwiched between a pair of ferromagnetic liner rings 190. When the coil is energized, the magnetic control force magnetically biases the fingers 184 into alignment with their corresponding backing rings 190. The magnetic force latches the spring actuators 158 in their "open" and "closed" positions. Rings 188 and 190 act through stator 174 to move spring actuator 158.

Similar to the embodiment of fig. 4 and 5, the embodiment of fig. 9 (based on the components of fig. 6-8) also includes a linear inductive position sensor, generally indicated at 200, having a PCB202 and an active coil area 204 to sense or detect the linear position of the transducer corresponding to the "fully connected" and "fully disconnected" states of the clutch. Sensor 200 is mounted to the housing of the assembly via connector head 206, bracket 208 and bolt 210. A snap ring 212 is also added.

The sensor 200 provides digital variable position data to the vehicle controller, allowing the controller to determine a "fully-switched" clutch state and a "fully-disconnected" clutch state. The detection of the position of the converter can be carried out at the same time as the stator coils are started.

Similar to the embodiment of fig. 4,5 and 9, the embodiment of fig. 10 also includes a linear induction position sensor, generally indicated at 220, having a PCB222, a connector 224 and an active coil area located on or within the PCB222 to sense or detect the linear position of the transducer corresponding to the "fully connected" and "fully disconnected" states of the assembly. The sensor 220 is mounted to the housing of the assembly via additional housing material 226 and O-ring 228. The plastic hub is modified to have an extended length at 230 and includes an embedded aluminum target ring 272. As the target moves relative to the coil, the sensor 220 uses the geometry change of the receiving coil to change the mutual inductive coupling. The air gap between the coil and the target of the linear induction sensor remains constant throughout the transducer stroke, while the air gap varies in previous axial sensor embodiments. The varying air gap in the axial form causes varying mutual inductive coupling, which the sensor equates to displacement.

While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. In addition, features from the various embodiments may be combined to form further embodiments of the invention.