阅读说明：本技术 包括非接触式感应位移传感器的耦合器和控制器组件 (Coupler and controller assembly including a non-contact inductive displacement sensor ) 是由 瑞安·W·埃森马凯尔 于 2021-03-31 设计创作，主要内容包括：本发明提供了一种包括非接触式感应位移传感器的耦合器和控制器组件。该组件包括可控的耦合器组件,其包括第一和第二耦合器构件,它们被支撑为围绕旋转轴线相对于彼此旋转。第一耦合器构件具有第一耦合器表面,其具有用于接收传感器的传感器槽。由导电材料制成的控制器构件被安装为用于相对于传感器进行受控的、小位移的移位运动。传感器被构造为形成磁场,以在控制器构件的导电材料中感生出涡电流,其中控制器构件的移位运动改变了涡电流所产生的磁场。传感器提供了用于车辆变速器控制的位置反馈信号,其中该信号与控制器构件的位置相关联。(The present invention provides a coupler and controller assembly including a non-contact inductive displacement sensor. The assembly includes a controllable coupler assembly including first and second coupler members supported for rotation relative to each other about an axis of rotation. The first coupler member has a first coupler surface with a sensor slot for receiving a sensor. A controller member made of an electrically conductive material is mounted for controlled, small-displacement movement relative to the sensor. The sensor is configured to form a magnetic field to induce eddy currents in the electrically conductive material of the controller member, wherein the displacement motion of the controller member 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 position of the controller member.)

1. A coupler and controller assembly having a non-contact inductive displacement sensor, the assembly comprising:

a controllable coupler assembly comprising a first coupler member and a second coupler member supported for rotation relative to each other about an axis of rotation, the first coupler member having a first coupler surface with a locking member slot for receiving a locking member, the first coupler surface also having a sensor slot for receiving a sensor, the second coupler member having a second coupler surface comprising a set of locking formations;

A controller member made of an electrically conductive material and mounted for controlled, small-displacement movement between the first and second coupler surfaces relative to the locking member and the sensor for controlling the position of the locking member, the controller member allowing the locking member to engage with one of the locking formations in its first position and retaining the locking member in the locking member slot in its second position; and

a non-contact inductive displacement sensor configured to generate a magnetic field to induce eddy currents in the electrically conductive material of the controller member, wherein the displacing motion of the controller member 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 position of the controller member.

2. The coupler and controller assembly of claim 1, wherein the controller member is rotatable about the axis of rotation, and wherein the sensor is a rotational position sensor.

3. The coupler and controller assembly of claim 1, wherein the controller member is a conductive selector plate.

4. A coupler and controller assembly as claimed in claim 1, wherein the controller member includes an aperture that is at least partially axially aligned with the sensor during the displacing movement between the first and second positions for altering the eddy current generated magnetic field.

5. The coupler and controller assembly of claim 1, wherein the sensor includes a printed circuit board, and wherein the controller member is supported adjacent the printed circuit board.

6. A coupler and controller assembly as claimed in claim 1, wherein the sensor comprises a transmitter coil whose resonant frequency changes as the controller member moves.

7. The coupler and controller assembly of claim 1, wherein the first and second coupler members are a slot plate and a notch plate, respectively.

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

9. The coupler and controller assembly of claim 1 wherein the controller member is an apertured controller member.

10. A clutch and controller assembly having a non-contact inductive displacement sensor, the assembly comprising:

a controllable clutch assembly including a first clutch member and a second clutch member supported for rotation relative to each other about an axis of rotation, the first clutch member having a first clutch surface with a plurality of locking member slots each for receiving a locking member, the first clutch surface further having a sensor slot for receiving a sensor, the second clutch member having a second clutch surface including a set of locking formations;

a controller member made of an electrically conductive material and mounted for controlled, small-displacement movement between the first and second clutch surfaces relative to the locking member and the sensor for controlling the position of the locking member, the controller member allowing the locking member to engage with the locking formation in its first position and retaining the locking member in its locking member slot in its second position; and

A non-contact inductive displacement sensor configured to generate a changing magnetic field to induce eddy currents in the electrically conductive material of the controller member, wherein the displacing motion of the controller member changes the magnetic field generated by the eddy currents, the sensor providing a position feedback signal for vehicle transmission control, wherein the signal is correlated to a position of the controller member.

11. A clutch and controller assembly as claimed in claim 10, wherein the controller member is rotatable about the axis of rotation, and wherein the sensor is a rotational position sensor.

12. A clutch and controller assembly as set forth in claim 10 wherein said controller member is an electrically conductive selector plate.

13. A clutch and controller assembly as set forth in claim 10 wherein said controller member includes a bore at least partially axially aligned with said sensor during a shifting motion between said first and second positions for altering said eddy current generated magnetic field.

14. A clutch and controller assembly as set forth in claim 10 wherein said sensor includes a printed circuit board and wherein said controller member is supported adjacent said printed circuit board.

15. A clutch and controller assembly as claimed in claim 10 wherein the sensor includes a transmitter coil whose resonant frequency changes as the controller member moves.

16. A clutch and controller assembly as set forth in claim 10 wherein said first and second clutch members are a slotted plate and a notched plate, respectively.

17. A clutch and controller assembly as set forth in claim 10 wherein each of said locking members is a strut.

18. A clutch and controller assembly as set forth in claim 10 wherein said controller member is an apertured controller member.

Technical Field

The present invention relates generally to coupler and controller assemblies each having a non-contact inductive displacement sensor, and in particular to such assemblies having inductive position sensors used to directly sense the position of a control element.

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 sprags located between the inner and outer races of the one-way clutch.

One-way clutches are commonly used in transmissions to prevent interruption of drive 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 slide plate 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 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 engaged into a 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 engaged into the mover or armature component. 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; 9,121,454,9,186, 977; 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 by reference herein 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 magnetically latched bidirectional CMD for 3-position linear motors.

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. When magnetic "work" occurs within a magnetic structure (producing measurable levels of mechanical force), these lines of force are seen to couple or connect with the magnetic source within the structure. 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 traverse the PM material generally in the direction of the 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.

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. There are also known different types of magnetoresistive elements, such as Giant Magnetoresistive (GMR) elements, anisotropic magnetoresistive (TMR) elements, indium antimonide (InSb) sensors, and Magnetic Tunnel Junctions (MTJs).

It is well known that some of the above-mentioned magnetic field sensing elements tend to have their axis 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 their axis 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, rotational 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 overall efficient transmission control is required. Therefore, an automatic transmission vehicle may use a clutch position sensing member for sensing a linear position of a clutch to assist in gear 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.

U.S. 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, direct sensing of the position of the controller member or selector plate is still required, as sensing occurring at the actuator of the selector plate may falsely report the state of the clutch in the event of actuator damage.

Disclosure of Invention

It is an object of at least one embodiment of the present invention to provide a coupler and controller assembly that includes at least one non-contact inductive displacement sensor for directly sensing the position of a controller member, wherein the 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-contact inductive displacement sensor. The assembly includes a controllable coupler assembly including a first coupler member and a second coupler member supported for rotation relative to each other about an axis of rotation. The first coupler member has a first coupler surface with a locking member slot for receiving a locking member. The first coupler surface also has a sensor slot for receiving a sensor. The second coupler member has a second coupler surface including a set of locking formations. A controller member made of an electrically conductive material is mounted for controlled, small-displacement movement between the first and second coupler surfaces relative to the locking member and the sensor for controlling the position of the locking member. The controller member allows the locking member to engage one of the locking formations in a first position of the controller member and the controller member retains the locking member in the locking member slot in a second position of the controller member. The sensor is configured to generate a magnetic field to induce eddy currents in the electrically conductive material of the controller member, wherein the displacement motion of the controller member 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 position of the controller member.

The controller member is rotatable about an axis of rotation, wherein the sensor is a rotational position sensor.

The controller member may be an electrically conductive selector plate.

The controller member may comprise an aperture at least partially axially aligned with the sensor during a displacing movement between a first position and a second position for varying the eddy current generated magnetic field.

The sensor may comprise a printed circuit board, wherein the controller member is supported adjacent the printed circuit board.

The sensor may comprise a transmitter coil whose resonant frequency changes as the controller member moves.

The first and second coupler members may be a slot plate and a notch plate, respectively.

The locking member may be a strut.

The controller member may be an apertured controller member.

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 inductive displacement sensor. The assembly includes a controllable clutch assembly including a first clutch member and a second clutch member supported for rotation relative to each other about an axis of rotation. The first clutch member has a first clutch surface with a plurality of locking member grooves. Each locking member slot is for receiving one locking member. The first clutch surface also has a sensor slot for receiving a sensor. The second clutch member has a second clutch surface including a set of locking formations. The controller member is made of an electrically conductive material and is mounted for controlled, small-displacement movement between the first and second clutch surfaces relative to the locking member and the sensor for controlling the position of the locking member. The controller member allows the locking members to engage with the locking formations in a first position of the controller member and the controller member retains the locking members in their locking member slots in a second position of the controller member. The sensor is configured to form a changing magnetic field to induce eddy currents in the electrically conductive material of the controller member, wherein the displacement motion of the controller member changes 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 position of the controller member.

The controller member is rotatable about an axis of rotation, wherein the sensor is a rotational position sensor.

The controller member may be an electrically conductive selector plate.

The controller member may comprise an aperture at least partially axially aligned with the sensor during the displacing movement between the first and second positions for varying the eddy current generated magnetic field.

The sensor may comprise a printed circuit board, wherein the controller member is supported adjacent the printed circuit board.

The sensor may comprise a transmitter coil whose resonant frequency changes as the controller member moves.

The first and second clutch members may be a slot plate and a notch plate, respectively.

Each locking member may be a strut.

The controller member may be an apertured controller member.

Drawings

FIG. 1 is an exploded perspective view of a prior art overrunning coupler and clutch assembly to be improved in accordance with at least one embodiment of the present invention;

FIG. 2 is a top plan view, partially in cross-section, of a slot plate to be modified in accordance with at least one embodiment of the present invention;

FIG. 3 is a side view, partially in cross-section, of the improved slotted plate of FIG. 2; and is

FIG. 4 is a top plan view, partially in cross-section, of the improved slot plate of FIGS. 2 and 3, but now including the apertured selector plate, sensors, and vehicle controller.

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 again to the drawings, FIG. 1 is an exploded perspective view of a prior art overrunning coupler or clutch assembly, generally indicated at 10, which is to be improved in accordance with at least one embodiment of the present invention. However, it should be understood that the present invention may utilize a variety of appropriately modified selectable clutches, such as clutches having more than three operating modes or states. In fact, the present invention may use a Controllable Mechanical Diode (CMD) with an infinite number of operating modes or mechanical states.

As described in U.S. patent No. 8,602,187, which is assigned to the assignee of the present application, and as disclosed in U.S. patent application No. 2014/0190785, the assembly 10 includes an annular inverted channel plate or first outer coupler member, generally indicated at 12. An axially extending outer surface 14 of the plate 12 has external splines 16 for coupling the plate 12 to an inner surface of a transmission case (not shown). The radially extending inner or coupler surface 18 of the plate 12 is formed with spaced apart slots 20, with opposing struts 22 being pivotally biased outwardly by coil springs (not shown) disposed in the slots 20 below the respective struts 22. Preferably, twelve counter-struts 22 are provided. However, it should be understood that more or fewer opposing struts 22 may be provided.

The assembly 10 also includes a controller member or element in the form of a selector slide, generally indicated at 26, having a plurality of spaced apertures 28 extending completely therethrough to allow the reversing struts 22 to pivot in their slots 20 and extend through the apertures 28 to engage spaced locking formations or ramped reversing recesses (not shown), generally indicated at 34, formed in the radially extending surfaces or coupler surfaces of the forward or inboard slot plates or coupler members when the plates 26 are properly angularly positioned relative to the common first central axis of rotation 36 by an output member in the form of an actuator pin or arm 38. The pin 38 is coupled or fixed to the plate 26 for movement therewith.

As shown in U.S. patent No. 8,602,187, the pin 38 may extend through a notch or elongated slot formed in a wall or wall portion of the peripheral end wall of the plate 12. The wall may be a common wall separating the first coupler member 12 from the housing of the control system and common to each other. An elongate slot may extend between and thus communicate the inner surface of the housing with the inner surface of the wall of the first coupler member 12. The pin 38 is movable within the slot between different use positions to slide or displace the plate 26 between its control positions to cover or uncover the support post 22 (i.e., to engage or disengage, respectively, the opposing support post 22).

The plate 34 includes a splined ring formed with internal splines 46 at an axially extending inner surface 48. A radially extending surface 50 spaced from the other coupler surface (not shown) of the plate 34 or a plurality of spaced apart slots 52 are formed in the coupler surface for receiving therein a plurality of forward struts 54 which are pivotally biased by corresponding coil springs (not shown). Preferably, fourteen forward struts 54 are provided. However, it should be understood that more or fewer forward struts 54 may be provided.

The assembly 10 may also include a second outer coupler member or notch plate, generally indicated at 58, having a plurality of locking formations, cams or notches (not shown) formed in a radially extending surface or coupler surface (not shown) thereof by which the forward strut 54 locks the forward plate 34 to the notch plate 58 in one direction relative to the axis 36, but allows free rotation in the opposite direction relative to the axis 36. The notch plate 58 includes external splines 64 formed on an axially outer surface 66 of the plate 58 and received and retained within axially extending grooves 68 formed in the axially extending inner surface 47 of the outer peripheral end wall of the plate 12.

The assembly 10 may also include a snap ring, generally indicated at 72, having an end 74 and which fits within an annular groove 76 formed in the inner surface 47 of the end wall of the plate 12 to hold the plates 12, 26, 34 and 48 together and limit axial movement of the plates relative to one another.

The pin 38 has a control position to disengage the reversing leg 22. In one embodiment, the pin 38 is rotated about the axis 36 in a forward override direction by about 7 ° to rotate the selector plate 26, which in turn allows the reverse struts 22 to move from their disengaged position in their slots 20 to their engaged position within the notches (not shown) of the plate 34.

As mentioned above, typical selectable one-way clutches include notch plates, slot plates, selector plates, struts, springs, and snap rings. The notch plate and the slot plate rotate relative to each other. The strut prevents rotation in one direction when engaged, but the selector plate may prevent the strut from being engaged. The position of the selector plate is typically controlled by a hydraulically driven mechanism known as an actuator arm.

The prior art way to confirm the position of the selector plate is to sense the position of the actuator arm. If the actuator arm were to be separated from the selector plate, the position of the selector plate would no longer be known. The position of the valve has been previously measured by the hall element, but the position of the valve is measured only based on a prototype.

The importance of knowing the position of the selector plate is that the vehicle will be suddenly shifted to first gear when the component is locked in the wrong state. A vehicle shifted to first gear may cause engine damage due to extreme engine speeds on a highway. Monitoring the position of the selector plate may help prevent the risk of undesirably changing the state of the clutch. The sensor is also capable of detecting whether the actuator arm is damaged and limiting the transmission from shifting.

Because of the concerns noted above, there is a need for a more direct way to know the location of the openings in the selector plate.

It is an object of at least one embodiment of the invention to directly position the selector plate by an eddy current sensor or an inductive position sensor. As described below, the location or position of the selector plate 26' may be equated with a change in the output value of the eddy current sensor or the inductive displacement sensor 100.

Referring now to fig. 2, 3 and 4, there is shown a slot plate 12 'and a selector plate 26', both of which have been modified from the assembly 10 of fig. 1 to allow a non-contact inductive displacement sensor, generally designated 100, to directly sense movement of a controller component or selector plate. The sensor 100 may include a coil PCB116 supporting one or more coils 110 and an electronics PCB114 supporting active electronics (not shown) of the sensor 100.

Components shown in figures 2, 3 and 4 that are identical to components of figure 1, such as the strut 26, have the same reference numerals. The components shown in fig. 2, 3 and 4 as parts of the improved assembly have the same reference numerals as the corresponding components of the assembly 100 but are primed (i.e., surface 14 ', splines 16', coupler surface 18 ', grooves 20', plate 26 'and holes 28'). New features or components have new reference numerals such as the sensor 100, the holes 102 formed in the wall of the slot plate 12 'and the wedge-shaped holes 104 formed in the selector plate 26'. The hole 104 is an opening in the selector plate 26' dedicated to the aiming of the sensor 100. The sensor 100 is mounted within a sensor slot formed in the slot plate 12 'below the selector plate 26'. The size and shape of the aperture 102 allows the coil PCB116 of the sensor 100 to be inserted through the side wall of the slot plate 12 ' into a sensor slot formed in the coupler surface 18 ' of the slot plate 12 '. Electronics PCB114 is typically held outside of the slot plate 12'. The two PCBs 114 and 116 may be stacked vertically and offset horizontally from each other.

The eddy current sensor 100 operates by creating, varying a magnetic field in one or more coils 110 of the sensor 100 to induce eddy current loops in the conductive material of the selector plate 26'. The circular flow of current generated in the conductive material forms an electromagnet, which opposes the magnetic field of the coil 110. The sensor 100 may measure changes in the magnetic field caused by eddy currents and such changes are correlated to the distance of the electrically conductive material of the selector plate 26' from the sensor 100. The coupling between the magnetic field of the coil and the eddy currents is similar to the coupling between transformer windings forming mutual inductance. This coupling is distance dependent and changes in the coupling affect the inductance of the coil 100 and the coupled system. The change in inductance is measured by a change in the resonant frequency of the coil 100. As the current reaches a steady state magnitude, the inductance of the system can be calculated from the measured time interval and the known resistance of the sensor's electronics. The sensor 100 can be modeled as a lossy inductor in parallel with a capacitor.

From the known inductance, capacitance and resistance of the sensor 100, the resonant frequency can be calculated.

The eddy current sensor or inductive position sensor 100 outputs to the vehicle controller 112 a value for controlling the vehicle transmission that is greater when the sensor 100 is located below the air gap or aperture 104 and is less when the sensor 100 is located below the non-porous portion of the selector plate 26'.

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.