Actuator assembly for use with clutch

Abstract

A clutch assembly and a method for controlling a torque distribution of the clutch assembly based on movement of an actuator. The clutch assembly includes a selectable clutch having a first position and a second position, an actuator, and a controller. The controller monitors current feedback from the actuator and detects movement of the actuator based on the current feedback.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of U.S. Provisional Application No. 63 / 603,916, filed November 29, 2023. The disclosure of the above application is incorporated herein by reference. Technical Field

[0003] A coupling or clutch assembly, including a coupling or clutch assembly that controls engagement and disengagement of multiple components, and more particularly, an assembly for use with the coupling or clutch assembly. Background Art

[0004] The power transmission assembly may utilize a coupling or clutch assembly that connects an input (eg, an electric motor) to an output (eg, vehicle wheels).

[0005] 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.

[0006] U.S. Patent Publication No. 2021 / 0301885 discloses a coupling and control assembly including a translator mounted for linear movement and at least one non-contact linear inductive displacement sensor for sensing the position of the translator. The sensor determines movement of the translator to an end-of-travel position. For example, a first end-of-travel position is associated with deployment of a locking element or strut, and a second end-of-travel position is associated with non-deployment of the locking element or strut.

[0007] One example of a conventional actuation system includes a two-position actuator. For a two-position actuator, there are three translator position states: fully disengaged, fully engaged, and indeterminate, in which the translator is neither fully engaged nor fully disengaged. A typical position sensor detects one state, e.g., engaged or disengaged, and conversely, the state in which the translator is not in the detected state. Additionally, there are sensors with higher functionality; a single sensor detects all three positions. Another example employs two sensors, one detecting the fully engaged position and the other detecting the fully disengaged position. Multi-position actuators (e.g., three-position actuators or four-position actuators) are also known, typically using multiple coils dispersed between plates.

[0008] Using sensors to determine translator movement and position introduces additional system cost. Sensors are additional components that can fail. They also introduce packaging challenges. Precautions must be taken to shield the Hall-effect sensors from the magnetic fields of the coils or the electric / traction motors, or to report position only when the coils are not energized or the electric / traction motor fields are not excessive and do not interfere with the sensors.

[0009] Without sensors, conventional systems assume that the translator moves to the end of travel position after voltage is applied to the coil for a predetermined time. Vehicle control systems can use speed sensors to detect whether the transmission is in the desired gear state. They can monitor torque in the system, for example, motor current in an electric motor or a torque estimation algorithm using engine speed, air, and fuel on an internal combustion engine.

[0010] Conventional actuators operate by supplying voltage to a coil and driving it at a predetermined magnitude and duration—an open-loop control system. An example of an open-loop system involves applying voltage to the actuator for a predetermined time, such as 150 milliseconds (ms), based on actuator parameters. The actuator on-time, or operating time, can take into account a variety of operating conditions and often includes design factors. For example, operating the actuator at low temperatures or at low voltages can result in low / reduced current flowing in the actuator. The predetermined time should be long enough to ensure that the current reaches and maintains a steady state for a specified period, which is the time it takes for the translator to move to the selected position. Conventional systems apply current to the actuator for a longer period than is necessary to ensure that the actuator has moved to the selected position. Using a time longer than is necessary to complete actuation results in non-value-added time; it extends the cycle time and delays torque application because torque is not applied until the predetermined period has expired. Current-based actuation techniques prevent torque application for longer than is necessary to ensure that the actuator has moved, resulting in longer shift times. Conventional actuators also use more energy because the actuation voltage is applied continuously for the predetermined period. They can also generate waste heat which can limit the continuous duty cycle of the actuator.

[0011] Conventional actuator operation provides a voltage and corresponding current flow to the actuator for a predetermined time. This predetermined time creates a time delay (non-value-added time) between the end of the movement of the translator and the start of torque application. Even though the actuator has already acted on the strut or locking member, causing it to deploy the driving member or torque-applying component (recess plate) and connect the driving member or torque-applying component (recess plate) and the driven member or torque-receiving component (recess plate), the vehicle controller does not apply torque until the predetermined time ends, until 150ms is complete. This time delay results in delayed torque application, delayed shift times, and increased energy usage because current is continuously supplied even after the actuator has stopped moving. For example, if the actuator reaches full travel and stops moving after 30ms, torque application is still delayed an additional 120ms (the remainder of the predetermined period of 150ms). Summary of the Invention

[0012] A torque transmission assembly includes an actuator having a stator with a coil and a translator with a magnet. The assembly includes a back-electromotive force detection unit that generates a signal based on movement of the translator relative to the stator. The actuator moves a coupling member. The coupling member transmits torque from a driving member to a driven member.

[0013] Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter.It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The present invention will be more fully understood from the detailed description and accompanying drawings, in which:

[0015] Figure 1 is an exploded view of a dynamically controllable clutch ("DCC").

[0016] Figure 2 yes Figure 1 End view of the dynamically controllable clutch (DCC).

[0017] Figure 3 yes Figure 1 Cross-sectional view of the dynamically controllable clutch (DCC) taken along line 3-3.

[0018] Figure 4 is a partially broken away, cross-sectional side view of a DCC with the translator of the linear actuator magnetically latched in the “off” position.

[0019] Figure 5 is a partially broken away, cross-sectional side view of a DCC with the translator of the linear actuator magnetically latched in the “on” position.

[0020] Figure 6 is a schematic diagram of an exemplary embodiment of an assembly having an actuation circuit according to the present invention.

[0021] Figure 7 is a graphical representation of the current flow in the actuator coil associated with the translator's motion.

[0022] Figure 8 is a graphical representation illustrating movement states of a translator of an actuator associated with current flow through coils of the actuator.

[0023] Figure 9 is a graphical representation illustrating the flow of current through the coil of an actuator, where the translator of the actuator is held stationary.

[0024] Figure 10 is a diagram illustrating another exemplary embodiment of torque application time.

[0025] Figure 11 is a flow chart of a method according to the present invention.

[0026] Figure 12 is a flow chart of another method according to the present invention.

[0027] Figure 13 is a flow chart of an additional method according to the present invention.

[0028] Figure 14 is a flow chart of another additional method according to the present invention.

[0029] Figure 15 is a flow chart of yet another method according to the present invention.

[0030] Figure 16 is a flow chart of yet another method according to the present invention. DETAILED DESCRIPTION

[0031] The following description of the preferred embodiment(s) is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses.

[0032] Examples of the present invention are disclosed herein; however, it should be understood that the disclosed embodiments are merely examples of the invention that may be embodied in various and alternative forms. The drawings are not necessarily drawn to scale, and some features may be exaggerated or minimized to show component details. Therefore, the specific structural and functional details disclosed herein should not be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to employ the present invention.

[0033] A power transmission system or vehicle driveline assembly typically includes an input member or drive member (e.g., an electric or traction motor) and an output member or driven member (e.g., an output shaft connected to the vehicle wheels). The power transmission system or vehicle driveline assembly may include a plurality of coupling elements that connect or couple the input drive member to the output member or driven member. The power transmission system may include an electric or traction motor, a planetary drive train, and a countershaft drive train, both of which are arranged in concentric and parallel axes.

[0034] One example of a power transmission system or assembly includes a gear system or gear set. The term "gear set" broadly refers to a gear mechanism for transmitting motion and, in one example, includes a group of gears forming a set. In another example, an electric or traction motor is directly coupled to the vehicle wheels.

[0035] One example of a coupling or clutch assembly that connects an input member to an output member includes a one-way clutch, a first coupling member, a second coupling member, and at least one locking element between opposing surfaces of the coupling members. The locking element moves between a deployed or engaged position, in which the locking element extends from the first coupling member and engages the second coupling member, and a non-deployed or disengaged position, in which the locking element does not extend from the first coupling member and does not engage the second coupling member. In the deployed position, the locking element engages the second coupling member, wherein the one-way clutch is locked in one rotational direction but has free rotation in the opposite direction.

[0036] Active or optional one-way clutch typically includes a control mechanism or actuator that actuates or deactivates the one-way clutch to enable or deactivate a drive connection or engagement state between multiple components. When deactivated, the one-way clutch does not generate a drive connection or engagement state between multiple components and does not transmit torque. When enabled, the one-way clutch generates a drive connection or engagement state, transmits torque between components when it rotates relative to one another in one direction, and overtakes in the same manner as a passive one-way or overrunning clutch. The active one-way clutch may not engage when placed in the enabled position and may operate passively. Even if the active one-way clutch is enabled, it may not actively engage and will not generate a drive connection or engagement state depending on the relative movement of the components. However, because it is in the enabled position, it engages and transmits torque based on the relative movement of the components.

[0037] An active one-way clutch may also be referred to as a selectable or controllable one-way clutch because the state of the clutch (activated or deactivated) can be selected or controlled. An active one-way clutch may be a dynamically controllable clutch. A dynamically controllable clutch refers to a controllable or selectable active one-way clutch that acts between two rotating parts (e.g., two rotatable races).

[0038] The term "coupler" or "clutch" should be interpreted to include clutches or brakes in which one of the plates is driveably connected to a torque-delivering element of a transmission, engine, or motor, and the other plate is connected to another torque-delivering element or, in the case of a brake, to ground. The terms "coupler," "clutch," and "brake" may be used interchangeably.

[0039] Power transfer systems or assemblies serve as a torque transmission mechanism between components.

[0040] Figure 1-Figure 5 A coupling assembly is shown, generally designated 10. Assembly 10 includes a coupling subassembly, generally designated 12, such as a dynamically controllable clutch (DCC), and an actuation system, generally designated 14. The dynamically controllable clutch (DCC) 12 operates to couple an input power member (e.g., a drive shaft) and an output power member (e.g., a driven shaft).

[0041] The dynamically controllable clutch (DCC) 12 has a radially inner rotating race (i.e., a first coupling member in the form of a pocket plate 16) and a radially outer rotating race (i.e., a second coupling member in the form of a pocket plate 18). The pocket plate 16 may include internal splines 22 for fixedly connecting the pocket plate 16 to one power component of the system, and the pocket plate 18 is fixedly connected to another power component, such as a splined shaft 84. Thus, when the pocket plate 16 and the pocket plate 18 are connected, the first power component and the second power component are connected.

[0042] Pocket plate 16 includes a first set of locking elements 20 and a second set of locking elements 20 for clockwise ("CW") and counterclockwise ("CCW") engagement, respectively. During engagement, at least one set of locking elements 20 simultaneously contacts the pocket engagement surface of pocket plate 16 and the notch engagement surface of notch plate 18, thereby connecting pocket plate 16 and notch plate 18. Pocket plate 16 and notch plate 18 connect the first power component and the second power component. Thus, in each locked rotational direction, dynamically controllable clutch (DCC) 12 controllably transmits torque between the power components, which are connected via the connected pocket plate 16 and notch plate 18.

[0043] The pocket plate 16 rotates in a clockwise or counterclockwise direction about an axis of rotation 24 of the assembly 10. The pocket plate 16 includes a generally flat annular coupling surface 26 having a plurality of pockets 28, each pocket 28 being sized and shaped to receive and nominally retain the locking element 20. The pockets 28 are angularly spaced about the axis of rotation 24 of the assembly 10.

[0044] As shown, the notch plate 18 has a generally flat annular coupling surface 30 that opposes the generally flat annular coupling surface 26 of the pocket plate 16. The two coupling surfaces 26, 30 face axially in opposite directions along the rotational axis 24 of the coupling assembly 10. The flat annular coupling surface 30 of the notch plate 18 has a plurality of locking formations or notches 32. When the locking element 20 is deployed, the locking element engages the locking formations or notches 32. In the deployed position, the locking element 20 protrudes or pivots outwardly from the recess 28 in the pocket plate 16, past the annular coupling surface 26, to prevent relative rotation of the pocket plate 16 and the notch plate 18 about the rotational axis 24 of the assembly 10 in at least one direction.

[0045] Each locking element 20 includes a first end surface for member engagement, a second end surface for member engagement, and an elongated central body portion between the end surfaces. Each locking element 20 may also include a protruding external pivot shaft extending laterally from its central body portion to enable pivotal movement of the locking element 20 about a pivot axis of the locking element 20 that intersects the pivot shaft. The end surfaces of the locking element 20 move between an engaged position and a disengaged position between the pocket plate 16 and the notch plate 18 during the pivotal movement, thereby enabling one-way torque transmission between the pocket plate 16 and the notch plate 18 in the engaged position of the locking element 20.

[0046] The assembly 10 includes an apertured retainer member or cover plate (generally indicated at 34) supported between the pocket plate 16 and the notch plate 18. The retainer member or cover plate 34 retains the locking elements 20 in their respective pockets 28. The retainer member 34 has a plurality of spaced apart openings 36 extending therethrough to allow the locking elements 20 to extend therethrough and lock the respective pocket and notch plates 16, 18 together. In one example, during movement of the locking element 20, a surface of a central body portion of the locking element 20 pivots against a surface of the retainer member or cover plate 34.

[0047] The retainer or cover plate 34 is prevented from rotating relative to the pocket plate 16 by a plurality of shoulders circumferentially spaced about the outer periphery of the retainer or cover plate 34 .

[0048] A snap ring 40 in a groove 42 formed in the inner axial annular surface 38 of the notch plate 18 holds the notch plate 18 and the pocket plate 16 together.

[0049] The pocket plate 16 also has a face 44 opposite the flat annular coupling face 26. A plurality of axially extending passages 46 are spaced about the rotational axis 24 of the assembly 10. Each passage 46 communicates with an associated pocket 28. The passages 46 transmit the actuation force to their respective locking elements 20 within their respective pockets 28. The passages 46 extend between the annular coupling face 26 of the pocket plate 16 and the opposite face 44 of the pocket plate 16. The opposite face 44 of the pocket plate 16 is closer to the actuation system 14. The annular coupling face 26 and the opposite face 44 of the pocket plate 16 are generally annular and extend generally radially to the rotational axis 24 of the coupling assembly 10.

[0050] Actuating members (e.g., springs 50) are received within the channels 46 to provide an actuating force to actuate the locking elements 20 within their respective recesses 28, causing the locking elements 20 to move between their engaged and disengaged positions. Other plungers or actuators can provide the actuating force, including elastically deformable plungers or actuators. The walls of the channels 46 are rigid, so that the springs 50 are radially supported at high rotational speeds of the recess plate 16.

[0051] In one example, the actuation system 14 is a linear motor or linear actuator 52 that actuates the dynamically controllable clutch (DCC) 12. The linear actuator 52 includes a stator 54 and a translator 56. In one example, the stator 54 is held in place against the housing 60 via a retaining ring 62. The translator 56 is secured to a translator hub or bracket 74 that is slidably mounted adjacent the pocket plate 16. The linear actuator 52 actively controls the operating mode of the coupling assembly by generating an electromagnetic force with the stator 54 that interacts with the translator 56, causing the translator 56 to slide or move axially back and forth relative to the pocket plate 16. The axial movement of the translator 56 acts on the actuating member or spring 50.

[0052] As shown, translator 56 is operatively connected to actuating member or spring 50 via an annular plate 58, which linearly moves actuating member or spring 50 in unison. Spring 50 is supported on plate 58 by spring supports formed on plate 58. Translator 56 moves upon receiving a translational force and causes actuating member or spring 50 to move linearly within its channel 46.

[0053] The stator 54 includes two electromagnetic induction coils 64 that generate magnetic flux when one or both coils 64 are energized. The stator coils 64 are wound in parallel in opposite directions and have opposite polarities relative to each other. The stator 54 also includes a ferromagnetic housing, generally designated 66, having a plurality of spaced-apart fingers 68, with the electromagnetic induction coils 64 housed between adjacent fingers 68.

[0054] The translator 56 includes a magnetic ring segment 70 and a pair of ferromagnetic backing rings 72. The magnetic ring segment 70 and the ferromagnetic backing rings 72 are connected to a translator hub or bracket 74. The magnetic ring segment 70 is sandwiched between the ferromagnetic backing rings 72.

[0055] When coil 64 is energized, a first magnetic control force is applied to translator 56, causing translator 56 to move in one direction along rotational axis 24. By reversing the direction of the current in stator 54, the magnetic control force applied to translator 56 causes translator 56 to move in the opposite direction along rotational axis 24.

[0056] Magnetic control forces magnetically bias the fingers 68 and corresponding ferromagnetic backing rings 72 into alignment when the coils are energized. The magnetic forces latch the translator 56 and corresponding actuating member or spring 50 in their "on" and "off" positions. In the "on" position, the locking element is in a deployed position. In the "off" position, the locking element is in a non-deployed position. The stator 54 acts on the rings 70, 72 to move the translator 56. The energized stator coils 64 generate a magnetic field that repels the steady-state field generated by the magnetic annular segments 70 and a magnetic field that attracts the steady-state field generated by the magnetic annular segments 70. The combination of the repulsive and attractive forces caused by the stator coils 64 causes the translator 56 to move.

[0057] Translator 56 is supported for axial movement with a translator hub or bracket 74. Translator hub or bracket 74 moves axially on a shaft portion that may be integrally formed with or connected to pocket plate 16. Translator hub or bracket 74 slidably supports plate 58 during movement, or translational movement, axial motion along axis of rotation 24.

[0058] The plate 58 is operably connected to the translator 56 for selective bi-directional shifting movement of the translator 56 along the rotational axis 24 in the direction of the rotational axis 24 between a first position and a second position, the first position corresponding to the first mode of the dynamically controllable clutch (DCC) 12 and the second position corresponding to the second mode of the dynamically controllable clutch (DCC) 12. When two actuating members or springs 50 are provided, the springs 50 are spaced 180° apart. The first mode and the second mode can be a locked mode, a locking element deployed mode, and an unlocked mode, a locking element not deployed (i.e., freewheel) mode of the dynamically controllable clutch (DCC) 12. In one example, the translator 56 includes the plate 58 and preferably six bi-directionally movable actuating members or springs 50. Each spring 50 has a free end portion that is adapted to move within its channel 46 and engage one of the locking elements 20 of the dynamically controllable clutch (DCC) 12 for selective small-displacement locking element 20 movement.

[0059] The assembly 10 also includes a snap ring 76 in a groove formed in the inner axial surface of the housing 60 to retain a bearing 78 at one surface thereof. Another snap ring 80 retains the bearing 78 against the pocket plate 16 at the opposite surface - an annular seal 82 seals the bearing 78.

[0060] Figure 3-Figure 5 A linear actuator 52 is shown that controls the locking elements 20. Depending on the direction of actuation, the actuating member or spring 50 acts together with the translator 56 on the locking elements 20 and pitches them upward or downward. The actuator 14 has an "off" position and an "on" position, as shown in FIG. Figure 3 and Figure 4 As shown, in the "off" position, the locking element 20 is not deployed; Figure 5 As shown, in the "open" position, the locking element 20 is deployed. The linear actuator 52 is activated by causing the translator 56 to Figure 3 and Figure 4 The rightmost position shown in Figure 5 The switch switches between the "off" position and the "on" position by moving laterally between the leftmost position shown in FIG.

[0061] A biasing member (not shown), such as a return spring, resists the pivoting movement of the locking element 20 and biases the locking element 20 toward its engaged position. The biasing member applies a compressive force to retain the locking element 20 in the recess 28. When the translator 56 moves from "off" to "on," each actuating member or spring 50 that contacts the face or surface of its corresponding locking element 20 overcomes the force of the biasing member or return spring and moves or pivots the locking element 20 outward, past the flat annular coupling surface 26 of the recess plate 16, so that the locking element can engage the notch plate 18. When the locking element 20 is engaged with the notch plate 18, the dynamically controllable clutch (DCC) 12 transmits torque in each locked rotational direction. The biasing member or return spring beneath each locking element 20 is compressed during the engaged state. When commanded "off," the translator 56 moves back toward the "off" position, and the biasing member or return spring biases, exerting a force on the locking elements 20 that overcomes the reduced force of the actuating member or spring 50 and moves the locking elements 20 toward their disengaged positions. Each pocket 28 has an internal recess for receiving its corresponding biasing spring. The biasing member or return spring generates a force that causes the locking elements 20 to pitch downward or disengage. Once torque reversal occurs, the locking elements 20 can disengage, and the dynamically controllable clutch (DCC) 12 can rotate freely.

[0062] To change the state from "off" to "on," current energizes stator coil 64. One energized stator coil generates a magnetic field that repels the steady-state field generated by the permanent magnet (magnetic annular segment 70), while the other energized stator coil generates a magnetic field that attracts the steady-state field generated by the permanent magnet (magnetic annular segment 70). The combination of the repulsive and attractive forces caused by stator coil 64 causes translator 56 to move.

[0063] The repulsive force of one coil 64 and the attractive force of the other coil 64 create a force that exceeds the force of the passive magnetic latch that holds translator 56 in the "off" position. Passive magnetic latching is the force of magnetic ring segment 70 attempting to align with one of the fingers 68 of ferromagnetic housing 66. For example, the leftmost finger 68 is in the "on" position and the rightmost finger 68 is in the "off" position. The passive magnetic latching exceeds the spring force, and translator 56 passively latches into one of the engaged positions—"on" or "off."

[0064] like Figure 5 As shown, the translator hub or bracket 74 contacts the opposite face 44 of the pocket plate 16 and prevents complete alignment of the magnetic ring segment 70 with the leftmost stator steel plate or finger 68 of the ferromagnetic housing 66, which results in a biasing force that holds the translator 56 in the "on" position. The translator 56 is magnetically locked in the "on" position.

[0065] To disengage the dynamically controllable clutch (DCC) 12, current is applied to the stator coils 64. The energized stator coils 64 generate a magnetic field that moves the translator 56 from the "on" position into contact with the bearing 78, which acts as an "off" stop in a similar manner as described above. The "on" mechanical stop prevents complete alignment of the permanent magnet, the magnetic ring segment 70, and the rightmost stator steel plate or finger 68 of the ferromagnetic housing 66, causing the translator 56 to remain magnetically latched in the "off" position.

[0066] The coupling assembly 10 includes a permanent magnet latching mechanism that holds the assembly 10 in its "on" and "off" positions without using any energy. The magnetic latching mechanism of the assembly 10 allows for lower energy usage, which means better vehicle efficiency and less damage / wear to components.

[0067] Figure 6A schematic diagram of a controller assembly, generally designated 86, is illustrated that provides power to and controls the operation of the actuator 52. The controller assembly 86 includes a power source (e.g., a battery 88), a driver bridge 90 including a switch 91, a sense resistor 92, an amplifier 93, and a microcontroller 94 including an analog-to-digital converter 95. As shown, current feedback from the actuator 52 is amplified and fed to the analog-to-digital converter 95 input of the microcontroller 94. In one example, a PID (proportional, integral, derivative) loop regulates the coil current of the coil 64 of the actuator 52 by modulating the driver bridge 90 and detecting the movement of the actuator 52. In another example, the current is measured relative to an open-loop value.

[0068] Figure 7 A graph of current over time, as indicated by current curve 96, is shown as it relates to the movement of translator 56. The initial state or start of the actuation cycle is at t0. At t1, the application of voltage causes the current in coil 64 to increase, which establishes an electromagnetic force. When the electromagnetic force becomes strong enough, it overcomes the magnetic latch holding translator 56. As the magnetic field continues to build, a net positive electromotive force is applied to translator 56, causing it to begin moving at t2. Figure 7 An initial current peak 97 is shown as translator 56 begins to move. The movement of the translator induces a back electromotive force, or back EMF, into the coil, causing a decrease in current. Current curve 96 decreases to a current valley 98 at t3. Current valley 98 indicates that translator 56 has stopped moving, wherein continued application of voltage causes the current to rise from current valley 98 until it reaches a steady state 99.

[0069] The translator 56 may move slightly before the initial current peak 97 at t2 is observed, i.e., sufficient translator 56 movement is required to induce a back electromotive force opposing the current. When the translator reaches the end of its travel, the current 96 reaches a current valley 98, indicating the end of the translator 56 movement. Once the movement ends, the current 96 increases until a steady state of current 99 is reached. At time t4, point 100, the voltage is removed, and the current curve 96 shows that the current flow decreases to the initial state at t5. The system then resets or returns to t0 for the next actuation cycle.

[0070] Figure 8An example is illustrated in which a voltage is applied, actuator motion is detected, and after reaching a steady-state or stable current value, the current level is maintained for an additional 10 ms. Trace 114 is the actuator current in analog-to-digital converter counts measured by microcontroller 94, trace 116 is the derivative term from the PID control, and trace 118 is the actuator operating state. Traces 114 and 116 use the vertical or Y-axis scale on the left side of the graph. Trace 118 uses the vertical or Y-axis scale on the right side of the graph. The X-axis of the graph is in 250 microsecond (μsec) time increments, where the total time along the X-axis is 30 ms. Figure 8 The process is shown starting; the actuation cycle begins with no voltage applied - operating state 0. Voltage is applied, and current to the actuator - the actuator current shown by trace 114 - begins to flow and steadily increases - operating state 1. The controller continuously monitors the actuator current flow. The actuator current rises and slopes upward toward an initial peak, as shown by point 120 on trace 114. The actuator current continues to rise until it reaches the initial current peak 120 - operating state 2. The actuator current flow (trace 114) reaches the initial current peak 120 and begins to decrease. As shown, the actuator current flow (trace 114) reaches zero slope at the initial current peak 120 and then begins to decrease or slope downward. At the beginning of operating state 2, the slope of the actuator current flow (trace 114) can be slightly positive or 0; it does not necessarily have to be negative.

[0071] The actuator current flow (trace 114) drops or slopes downward due to the back electromotive force (sometimes referred to as back EMF). The movement of the translator 56 induces a back EMF in the coils 64 of the stator 54. The current in the coils 64 of the stator 54, provided by the voltage source or battery 88, opposes the back electromagnetic force or back EMF. Monitoring the effects of the profile current and back EMF enables determination of the completed translator movement, deployment of the locking element, and control of torque transfer or transmission between opposing components.

[0072] like Figure 8 , during Operating State 2, actuator current flow (trace 114) continues to decrease or slope downward until it reaches current valley 122, at which point the translator stops moving and the motion of translator 56 ends. Once translator 56 stops moving, actuator current flow (trace 114) increases, marking the beginning of Operating State 3.

[0073] In operating state 3, the actuator current flow (trace 114) continues to increase and reaches or achieves a steady-state or stable current level 124. Steady-state or stable current level 124 marks the beginning of operating state 4, which monitors the actuator current flow. When the actuator current flow (trace 114) reaches the steady-state or stable current level 124, a timer is started. Operating state 4 ends when the current level reaches and remains at the steady-state or stable current level for a predetermined time (e.g., 10 ms). The voltage is removed, and the actuator current flow (trace 114) decreases—operating state 5—to the initial state—operating state 0. The system then resets or returns for the next actuation cycle.

[0074] Figure 8 An example of a current applied to an actuator to move the actuator in one direction is illustrated, whereby the actuator acts on a locking element. In the illustrated example, a voltage is applied, actuator motion is detected, and after reaching a steady-state or stable current value, the actuator current level is maintained for an additional 10ms. The translator 56 has moved to its final / deployed position, as illustrated by the current drop or current valley 122 shown in the actuator current flow (trace 114). As illustrated, the actuator current flow (trace 114) rises to an initial current peak 120, after which it drops until it reaches a current valley 122, which coincides with the end of the actuator motion. The current then rises until the current reaches a steady-state or stable current level 124 for a predetermined period (e.g., an additional 10ms). After an additional predetermined period, the current ramps down 126. As illustrated, the current pulse duration is less than 30ms.

[0075] The current system and method detects the movement of the translator 56 based on the current drop shown in the actuator current flow (trace 114), rather than applying current for a predetermined, e.g., 150 ms duration. In one example, the system and method also controls the application of torque based on the actuator movement at the end of the actuator movement rather than the end of a predetermined or set period. In one example, torque can be applied as soon as the end of the actuator movement is detected - when the current reaches a current valley. In another example, torque is applied after 30 ms and an additional period (e.g., 10 ms) is included to allow the current to reach a steady state or stable current level. In both cases, the drive torque is applied based on the current, rather than waiting to apply the drive torque after the expiration of a predetermined period (e.g., 150 ms). The above-described systems and methods reduce the time of torque application and the voltage applied to the actuator. Voltage is applied to the actuator based on actuator movement rather than time.

[0076] Figure 9is an example of a situation when no actuator motion is detected. When the translator 56 does not move due to some sticking / blocking / failure, the motion may not be detected. The lack of translator 56 motion means that the current drop from the back EMF is not detected, the actuator current flow (trace 114) does not drop and reaches the current valley 122, see Figure 8 , and the microcontroller 94 continues to apply the voltage for a predetermined duration, for example, 150 ms. The voltage is disconnected at the end of the predetermined 150 ms duration. Because no motion is detected, the microcontroller 94 continues to apply the voltage for the entire 150 ms duration. The microcontroller 94 can alert other systems that no motion is detected.

[0077] Actuator 52 also acts on translator 56 and moves translator 56 in the opposite direction, and accordingly moves locking element 20 from the deployed position to the non-deployed position. Applying voltages of opposite polarity moves translator 56 in opposite directions; however, the actuator current flow (trace 114) is the same, as it is in the analog-to-digital converter counts measured by microcontroller 94. Furthermore, the system and method can be used with actuators having three or more discrete translator positions.

[0078] Figure 10 The diagram illustrates the advantages of the disclosed embodiments with respect to shift times. Shift times include actuation time and torque time (TTT). Actuation time is based on detecting the end of actuator motion, for example, when the actuator current reaches a current valley. Torque time (TTT) is the time it takes to transfer the full torque from the driving member to the driven member. Shift time is the actuation time plus TTT, which is the time it takes to apply the full torque from the driving member to the driven member. As explained, existing open-loop systems include a preselected actuation time of, for example, 150 ms. Once the actuation time is complete, for example, after the 150 ms actuation period has expired, torque can be applied from the driving element to the driven element, and from the recess plate to the recess plate through the locking element or strut. Because the actuation time is fixed at 150 ms, changes in shift time are caused only by changes in torque time (TTT).

[0079] Monitoring the current profile (including the rise and fall of the current applied to the actuator 52) provides motion state information, including the start and end of the motion of the actuator 52 (particularly the translator 56). Because the actuator 52 (particularly the translator 56) acts on the support or locking element 20 of the coupling assembly 10, knowing the position of the actuator 52 provides information about the position of the support or locking element 20. For example, if the support or locking element 20 is in the non-deployed position and current is applied to the actuator 52, the actuator starts or starts the motion of the translator 56, which moves the support or locking element 20 outward from the recess 28 toward the deployed position. When the translator 56 reaches the end of its motion, the support or locking element 20 is positioned in the deployed position. When the translator 56 reaches the end of its motion, the current in the actuator 52 begins to rise. After a stable current is achieved for a specific period of time, torque can be applied and the current can be ramped down. The current does not need to reach 0 before applying torque.

[0080] Torque application is based on actuation, translator 56 movement, rather than a predetermined period. Figure 10 As shown, after actuation, torque may be applied in different cycles to achieve different shift characteristics or profiles.

[0081] An example of operating a vehicle according to the present invention includes providing an optional one-way clutch and using the optional one-way clutch to transfer torque from a driving member to a driven member. The method uses an actuator to move a locking element of the optional one-way clutch between a non-deployed, non-torque transmission position and a deployed torque transmission position. In the torque transmission position, the optional one-way clutch transfers torque from the driving member to the driven member. Because successful shifting is based on the detected current level, the method and system control the application of torque from the driving member to the driven member after the shift occurs rather than after a predetermined time. Existing open-loop systems include a fixed actuation time (e.g., 150ms) based on adverse shift conditions (e.g., low temperature or low voltage) plus design factors. In existing systems, torque is applied after the fixed actuation time expires. However, the closed-loop system of the present invention provides a shorter time, e.g., 30ms, after which torque can be applied, thereby reducing the torque application time by 120ms.

[0082] The method and system also reduces energy consumption because once the end of motion of the actuator and the end of motion of the translator are detected, the voltage to the actuator is ramped down after a period of stabilizing current.

[0083] Detecting the end of the translator's motion enables faster torque times or smoother torque times, less harsh shift events in raw time. Existing open-loop systems use a predetermined rule of thumb to select a time to allow the actuator to move and deploy the locking element or strut before applying torque. The predetermined time is selected to provide a time buffer, cache, or margin before applying torque because the locking element or strut is deployed before applying torque. The systems and methods of the present invention provide an opportunity to recoup time and apply torque based on the translator's motion, rather than waiting for the predetermined time to expire.

[0084] Figure 11 One example of a system and method for applying or controlling torque based on the torque of an actuator movement is illustrated. In each of the following embodiments, similar or identical elements are given consistent reference numerals throughout the drawings and represent corresponding parts.

[0085] In step 1010, the method begins by initiating a shift sequence. In one example, based on vehicle parameters or operator selection, the controller initiates a shift from a first forward gear to a second forward gear, or from a low gear train to a high gear train. In step 1015, after or simultaneously with the initiation of the shift sequence, a voltage is applied to the actuator, causing or resulting in current flow through the actuator and movement of the actuator translator, which in turn acts on a locking element to position the locking element in either a deployed or non-deployed position, thereby enabling torque control between the driving and driven components. The system and method include a timer, in one example, a maximum actuation duration timer. In step 1020, the timer is initiated after the voltage is applied to the actuator. The timer is set to run for a predetermined period of 150 ms. The timer length can be longer or shorter, such as 100 ms or 200 ms, depending on system conditions, operating components, and actuation requirements. After the voltage is applied to the actuator in step 1015, current is assumed to flow through the actuator. In step 1030, the system and method detects actuator current in the actuator after applying the voltage in step 1015. As used herein, detecting means looking for, finding, or confirming the presence or occurrence of something. For example, the process of detecting actuator current can be based on a predetermined level of current flow or an increasing rate of current flow.

[0086] Step 1040 determines whether the system and method proceed to step 1050 or step 1120 based on the information found in step 1030. In step 1040, if actuator current is detected in step 1030, the system and method proceed to step 1050. In step 1040, if actuator current is not detected in step 1030, the system and method proceed to step 1120. Step 1120 determines whether the 150ms timer that was started in step 1020 and continues to run has expired. In step 1120, if the timer has not expired, the system and method returns to step 1030. In step 1120, if the 150ms timer period has expired, the system and method proceed to step 1150. In step 1150, the system and method performs emergency processing. Contingency procedures may include, but are not limited to, restarting the shift sequence, returning to step 1010; providing a fault indication, such as a light or alarm; placing the system in a limited or decelerated mode, such as a limited torque application or limp home mode; initiating a reverse shift sequence, such as cycling the actuator to position the locking element in a non-deployed mode instead of cycling the actuator to position the locking element in a deployed mode, thereby determining movement of the actuator, translator, in the reverse direction; and providing a fault indication and querying the vehicle system to determine whether torque is being transferred between the driving element and the driven element. The foregoing is not intended to be limiting. Other contingency procedures may be used depending on the specific application of the system and method (e.g., in a vehicle driveline or powertrain).

[0087] The system and method monitors the current flowing through the actuator and, in step 1050, detects a current flowing through the actuator based on the slope of the current flowing through the actuator. Figure 7 In one example, the initial current peak is detected based on a slope change in the current curve. Other examples of detecting the initial current peak include using a predetermined set value or an initial current peak threshold. Figure 7 Actuator current 96 is shown. Initially, when voltage is applied, the actuator current slope is positive and increases until it reaches a peak. At the peak, the actuator current slope is zero. Thereafter, the actuator current decreases and the slope becomes negative. The actuator current begins to decrease and follows a negative slope because the translator motion induces back EMF into the coil, causing the current to decrease. The initial current peak in the actuator current can be associated with the start of the translator motion.

[0088] Step 1060 determines whether the system and method proceed to step 1070 or step 1130 based on the information found in step 1050. In step 1060, if an initial current peak is detected in step 1050, the system and method proceed to step 1070. In step 1060, if an initial current peak is not detected in step 1050, the system and method proceed to step 1130. Step 1130 determines whether the 150ms timer that continues to run from step 1020 has expired. In step 1130, if the 150ms timer has not expired, the system and method returns to step 1050. In step 1130, if the 150ms timer period has expired, the system and method proceed to step 1160. In step 1160, the system and method performs emergency processing. The emergency response of step 1160 is similar to the emergency response of step 1150 and may include, but is not limited to, restarting the shift sequence, returning to step 1010, providing a fault indication, such as a light or alarm; placing the system in a limited or deceleration mode, such as a limited torque application or limp home mode; initiating a reverse shift sequence, such as cycling the actuator to position the locking element in a non-deployed mode instead of cycling the actuator to position the locking element in a deployed mode to determine movement of the actuator or translator in the reverse direction; and providing a fault indication and querying the vehicle system to determine whether torque is being transferred between the driving element and the driven element. The foregoing is not intended to be limiting. Other emergency responses may be used depending on the specific application of the system and method (e.g., in a vehicle driveline or powertrain).

[0089] The system and method monitors the current flowing through the actuator and, in step 1070, detects Figure 7 The current valley 98 in the actuator current is a drop point or low point in the actuator current. In one example, the current valley is detected based on the slope of the actuator current. Other examples of detecting the current valley include using a predetermined set point or current valley threshold. Because the movement of the translator induces back EMF into the coil, causing a decrease or drop in the actuator current, the actuator current continues to decrease based on the movement of the translator following a negative slope until the translator stops moving, reaches the end of the stroke, and the current has a zero slope. After the translator stops moving, the actuator current increases until a steady state is achieved. Figure 7 The current valley 98 in is the zero slope of the actuator current between the negative current slope and the positive current slope. The end of the translation movement is detected based on the decrease in the actuator current. The current valley 98 is associated with the end of the actuator movement, the end of the actuator stroke.

[0090] Step 1080 determines whether the system and method proceed to step 1090 or step 1140 based on the information found in step 1070. In step 1080, if a current valley 98 is detected, the system and method proceed to step 1090. In step 1080, if a current valley 98 is not detected, the system and method proceed to step 1140. Step 1140 determines whether the 150ms timer that continued to run from step 1020 has expired. In step 1140, if the timer has not expired, the system and method return to step 1070. In step 1140, if the 150ms timer has expired, the system and method proceed to step 1170. In step 1170, the system and method performs emergency processing. The emergency response of step 1170 is similar to the emergency response of steps 1150 and 1160 and may include, but is not limited to, restarting the shift sequence; returning to step 1010 and providing a fault indication, such as a light or alarm; placing the system in a limited or deceleration mode, such as a limited torque application or limp home mode; initiating a reverse shift sequence, such as cycling the actuator to position the locking element in a non-deployed mode instead of cycling the actuator to position the locking element in a deployed mode to determine movement of the actuator or translator in the reverse direction; and providing a fault indication and querying the vehicle system to determine whether torque is being transferred between the driving element and the driven element. The foregoing is not intended to be limiting. Other emergency responses may be used depending on the specific application of the system and method, such as in a vehicle driveline or powertrain.

[0091] Step 1090 stops the 150ms timer. The timer is set to run and expire at the end of the 150ms time. However, once the current valley is detected, step 1090 stops the timer. For example, if the current valley is detected after 20ms, the timer is stopped. The method then proceeds to step 1100. Step 1100 includes controlling the application of torque from the driving member to the driven member. The controller or vehicle control unit can control or manage the torque between the corresponding elements (e.g., the recess plate and the recess plate) based on the detection of the shifting of the locking element - deployment or non-deployment. For example, controlling the torque between the driving member and the driven member includes but is not limited to applying torque to the driving member, which is then transmitted to the driven member. In most cases, in the drive mode, the torque is transmitted from the driving member (such as an electric motor, etc.) connected to the power source to the driven member (such as a gear system or drive wheel, etc.). In the case of an electric vehicle, torque can be applied in both directions of rotation of the motor. For example, the vehicle moves forward in one direction of rotation and moves backward in the opposite direction. Furthermore, when operating in a regenerative mode, the gear system or drive wheels may operate as a driving member, transferring torque to a driven member, such as an electric motor.

[0092] The system and method may include the additional step of detecting when the translator motion ends based on detecting a current valley.Step 1110 includes turning off the actuator, eg, removing voltage from the actuator. Figure 11 The system and method are shown then returning to initiating the shift sequence (step 1110 ) and waiting for a new shift sequence to be initiated.

[0093] Actuator motion is observed in two ways or directions, including moving a locking element from a deployed, engaged position to a non-deployed, or disengaged, position. In one example, in a first, or starting, actuator position, the locking element is in a non-deployed, or disengaged, position, and upon moving to a second, or ending, actuator position, the actuator moves the locking element to a deployed, or engaged, position. In the deployed, or engaged, position, the locking element couples the driving member to the driven member, enabling torque to be applied or transmitted between the driving member and the driven member. Applying torque to the driven member before deploying the locking element of the one-way clutch can cause shocks felt by the occupants or operator in the vehicle powertrain. It can also damage clutch components. Delaying the application of torque to the driven member after the one-way clutch's locking element is deployed results in increased shift times. For example, applying torque based on a predetermined actuation time potentially delays shift times and torque application and reduces vehicle performance. Torque can be applied from the driving member to the driven member based on a determination of the end of actuator motion, thereby transmitting torque from the driving member to the driven member via the selectable one-way clutch. The system and method of the present invention results in shorter overall shift times.

[0094] Although step 1090 of stopping the 150ms timer is shown before step 1100 to control the torque between the driving member and the driven member, this is for exemplary purposes only. Step 1100 of controlling the torque between the driving member and the driven member may occur immediately after step 1080, with steps 1090 and 1110 occurring subsequently or simultaneously.

[0095] Figure 10 The torque timing shown in FIG can be varied to alter shift parameters and feel. In one example, torque is applied slowly to promote a smoother shift. In another example, torque is applied quickly, resulting in a quicker but more abrupt shift. Once the translator has completed its movement, torque control is achieved, thereby deploying the locking element or strut.

[0096] Figure 12 An additional example of a system and method is shown, including steps 1180 to 1210. In step 1180, the system and method detects a steady state 99 ( Figure 7). The process of detecting the steady state of the current flowing through the actuator can be based on a predetermined level of current flow, a rate of increase or decrease in the level of current flow, or a current flow slope close to zero. Step 1190 determines whether the system and method proceed to step 1090 or step 1200 based on the information found in step 1180. In step 1190, if a steady state current is detected in step 1180, the system and method proceed to step 1090. In step 1190, if a steady state current is not detected in step 1180, the system and method proceed to step 1200. Step 1200 determines whether the 150ms timer that continues to run from step 1020 has expired. In step 1200, if the timer has not expired, the system and method returns to step 1180. In step 1200, if the 150ms timer has expired, the system and method proceed to step 1210. In step 1210, the system and method performs emergency processing. The emergency response of step 1210 is similar to the emergency response of steps 1150, 1160, and 1170 and may include, but is not limited to, restarting the shift sequence, returning to step 1010, providing a fault indication, such as a light or alarm; placing the system in a limited or deceleration mode, such as a limited torque application or limp home mode; initiating a reverse shift sequence, such as cycling the actuator to position the locking element in a non-deployed mode instead of cycling the actuator to position the locking element in a deployed mode to determine movement of the actuator or translator in the reverse direction; and providing a fault indication and querying the vehicle system to determine whether torque is being transferred between the driving element and the driven element. The foregoing is not intended to be limiting. Other emergency responses may be used depending on the specific application of the system and method (e.g., in a vehicle driveline or powertrain).

[0097] Figure 13Another example of a system and method is shown, wherein, in step 1080, if a current valley 98 is detected, the system and method proceeds to step 1100 to control the torque between the driving member and the driven member. After step 1100, the system and method proceeds to step 1180 to detect a steady-state current. In step 1190, if a steady-state current is detected in step 1180, the system and method proceeds to step 1090. Another example of the system and method includes: in step 1080, if a current valley 98 is detected, the system and method then or simultaneously proceeds to one or more of the remaining steps 1090, 1100, 1110, 1190, 1200, 1210. For example, not all steps must occur in a set or sequential order; some steps may be performed simultaneously. In one example, in step 1080, if a current valley 98 is detected, the system and method proceed simultaneously to one or all of steps 1100, 1180, 1090, and 1110. In another example, in step 1190, if a steady-state current is detected in step 1180, the system and method proceed simultaneously to one or both of steps 1090 and 1110, stop the 150 ms timer, and turn off the actuator.

[0098] Figure 14Another example of a system and method is illustrated, including separate or independent timers associated with the following steps: step 1030, detecting actuator current; step 1050, detecting an initial current peak; and step 1070, detecting a current valley. Instead of using a system and method with a maximum actuation duration timer (which begins after voltage is applied to the actuator in step 1020), the system and method may include multiple timers or restart a single timer. For example, the system and method may include a current detection timer that expires after a predetermined period. Step 1220 starts the current detection timer, and step 1240 stops the current detection timer. Following step 1220, in step 1030, the system and method detects actuator current in the actuator after voltage is applied in step 1015. Step 1040 determines whether the system and method proceeds to step 1230 or step 1240 based on the information found in step 1030. In step 1040, if actuator current is detected in step 1030, the system and method proceeds to step 1240. In step 1040, if no actuator current is detected in step 1030, the system and method proceed to step 1230. Step 1230 determines whether the current detection timer, which continues to run from step 1220, has expired. In step 1230, if the timer has not expired, the system and method return to step 1030. In step 1230, if the current detection timer has expired, the system and method proceed to step 1150. In step 1150, the system and method perform emergency processing. The current detection timer can be set to a predetermined time limit, for example, 1ms-5ms. Other periods, for example, 1ms-15ms, are also contemplated. Similar to the current detection timer, the system and method may include an initial peak current and a current valley timer. After step 1240, in step 1250, the initial current peak timer is started, and in step 1270, the initial current peak timer is stopped. Step 1060 determines whether the system and method proceed to step 1270 or step 1260 based on the information found in step 1050. In step 1060, if an initial current peak is detected in step 1050, the system and method proceed to step 1270. In step 1060, if an initial current peak is not detected in step 1050, the system and method proceed to step 1260. Step 1260 determines whether the initial current peak timer, which continues to run from step 1250, has expired. In step 1260, if the initial current peak timer has not expired, the system and method returns to step 1050. In step 1260, if the initial current peak timer has expired, the system and method proceed to step 1160. In step 1160, the system and method performs emergency handling. This system and method operates similarly to the current valley timer.Step 1280 starts the current valley timer, and step 1300 stops the current valley timer. Step 1080 determines whether the system and method proceed to step 1290 or step 1300 based on the information found in step 1070. If a current valley 98 is detected in step 1080, the system and method proceed to step 1300. If a current valley 98 is not detected in step 1080, the system and method proceed to step 1290. Step 1290 determines whether the current valley timer has expired, which continues from where it started in step 1280. If the timer has not expired in step 1290, the system and method returns to step 1070. If the current valley timer has expired in step 1290, the system and method proceed to step 1170. In step 1170, the system and method performs emergency procedures. Separate or individual timers provide a system and method for determining whether the necessary current value is detected and moving to various emergency processes before the 150ms time expires. A single timer can be used for each of steps 1220, 1250, and 1280. For example, after the timer is stopped in step 1240, it can be reset and used for steps 1250 and 1280.

[0099] Figure 15 is another example of a system and method that includes a steady-state timer. Step 1320 starts the steady-state timer, and step 1330 stops the steady-state timer. Step 1190 determines whether the system and method proceed to step 1330 or step 1340 based on the information found in step 1180. In step 1190, if a steady-state current is detected in step 1180, the system and method proceed to step 1330. In step 1190, if no steady-state current is detected in step 1180, the system and method proceed to step 1340. Step 1340 determines whether the steady-state timer, which has continued to run since the start of step 1320, has expired. In step 1340, if the steady-state timer has not expired, the system and method returns to step 1180. In step 1340, if the steady-state timer has expired, the system and method proceed to step 1210. In step 1210, the system and method performs emergency processing. Step 1330 stops the steady-state timer, and the system and method proceeds to step 1100 to control the application of torque from the driving member to the driven member.

[0100] Figure 16 is similar to Figure 15Another example of a system and method of the present invention is provided, wherein step 1100 of controlling the torque between the driving member and the driven member occurs after or simultaneously with step 1320. In another example, step 1100 of controlling the torque between the driving member and the driven member occurs after step 1080. Although step 1100 stops the valley timer and step 1320 starts the steady-state timer, step 1100 may occur before or simultaneously with these steps.

[0101] Similar to Figure 11 , Figure 12-16 The system and method are shown returning to the initial shift sequence (step 1010 ) and awaiting initiation of a new shift sequence.

[0102] The systems and methods of the present invention enable torque application based on actuator movement rather than the expiration of a predetermined time. These systems and methods can also reduce torque shunting, the unintended difference in torque application between wheels—for example, torque interruption on some driven wheels but not others. Torque shunting is a risk in drivetrains where driven wheels are not exclusively driven full-time. Torque shunting is a problem in drivetrains with multiple-speed wheel-decoupling systems or axle-based drive units. To avoid torque shunting, torque is not applied to the wheels until the actuator associated with each wheel has moved. For example, power and the corresponding torque are applied from the driving member to the driven member immediately after the actuator reaches the end of its movement. The systems and methods also enable a predetermined delay in torque application, where the delay is based on actuator movement. Applying torque over a shortened or extended period alters shift characteristics. The systems and methods can alter vehicle performance. For example, applying torque over a shorter period results in a "harder" shift with faster acceleration. Extending torque application over a longer period results in a "smoother" shift with slower acceleration.

[0103] The description of the present invention is for illustrative purposes only. Therefore, variations that do not depart from the spirit of the present invention are intended to be within the scope of the present invention. Such variations should not be regarded as departing from the spirit and scope of the present invention.

Claims

1. A method for controlling torque in a clutch assembly, comprising: providing a driving member and a driven member; Provides optional coupling with torque transmission position; providing an actuator acting on the selectable coupling to move the selectable coupling to the torque transmitting position, wherein the selectable coupling transmits torque between the drive member and the driven member; providing a voltage source; applying a voltage to the actuator; detecting an actuator current in the actuator; detecting an initial peak in the actuator current; detecting a current valley in the actuator current; and The torque between the driving member and the driven member is controlled based on the detection of the current valley.

2. The method for controlling torque in a clutch assembly according to claim 1 , comprising the steps of: Turn off the voltage to the actuator.

3. The method for controlling torque in a clutch assembly according to claim 1 , comprising the steps of: Provide a timer; as well as The timer is started after voltage is applied to the actuator.

4. The method for controlling torque in a clutch assembly according to claim 3, comprising the steps of: running the timer for a predetermined timer period; When the current valley value is detected, stopping the timer; as well as After stopping the timer, the torque between the driving member and the driven member is controlled.

5. The method for controlling torque and clutch assembly according to claim 3, comprising the steps of: running the timer for a predetermined timer period; checking whether an actuator current is detected in the actuator; If actuator current is not detected, checking to determine if the predetermined timer period has expired; as well as If the predetermined timer period expires, emergency processing is performed.

6. The method for controlling torque and clutch assembly according to claim 3, comprising the steps of: running the timer for a predetermined timer period; checking whether an initial peak in the actuator current is detected; If no initial peak is detected, checking to determine whether the predetermined timer period has expired; as well as If the predetermined timer period expires, emergency processing is performed.

7. The method for controlling torque and clutch assembly according to claim 3, comprising the steps of: running the timer for a predetermined timer period; checking whether a valley in the actuator current is detected; If no valley is detected, checking to determine whether the predetermined timer period has expired; as well as If the predetermined timer period expires, emergency processing is performed.

8. The method for controlling torque and clutch assembly according to claim 3, comprising the steps of: running the timer for a predetermined timer period; detecting the steady state of the actuator current; Check whether the actuator current steady state is detected; If the actuator current steady state is not detected, checking to determine whether the predetermined timer period has expired; as well as If the predetermined timer period expires, emergency processing is performed.

9. The method for controlling torque and clutch assembly according to claim 1, comprising the steps of: providing a current detection timer having a predetermined current detection timer period, an initial current peak timer having a predetermined initial peak detection timer period, and a current valley timer having a predetermined current valley detection timer period; checking whether an actuator current is detected in the actuator; If actuator current is not detected, checking to determine if the predetermined current detection timer period has expired; If the predetermined current detection timer period expires, performing emergency processing; checking whether an initial peak in the actuator current is detected; if an initial peak in the actuator current is not detected, checking to determine if the predetermined initial peak detection timer period has expired; If the predetermined initial peak detection timer period expires, performing emergency processing; checking whether a current valley in the actuator current is detected; If no current valley is detected, checking to determine whether the predetermined current valley detection timer period has expired; as well as If the predetermined current valley detection timer period expires, emergency processing is performed.

10. The method for controlling torque and a clutch assembly according to claim 9, comprising the steps of: providing a steady-state timer having a predetermined current steady-state detection timer period; checking whether a steady state in the actuator current is detected; If the steady state is not detected, checking to determine whether the predetermined current steady state detection timer period has expired; as well as If the predetermined current steady-state detection timer period expires, emergency processing is performed.

11. The method for controlling torque and clutch assembly according to claim 9, wherein: The emergency process determines whether torque is being transmitted between the driving member and the driven member.

12. A method for controlling torque transfer in a clutch assembly, comprising: providing a selectable coupling having a first torque transmitting position and a second non-torque transmitting position; providing an actuator acting on the selectable coupling to move the selectable coupling between the first torque transmitting position and the second non-torque transmitting position; supplying voltage to the actuator; detecting a back electromotive force in the actuator; determining movement of the actuator based on detection of back electromotive force; as well as The selectable coupler is moved based on movement of the actuator.

13. A method for controlling torque transfer in a clutch assembly as claimed in claim 12 including the step of shutting off voltage to the actuator.

14. The method for controlling torque transfer in a clutch assembly according to claim 12, wherein: The step of detecting back electromotive force in the actuator includes detecting an initial peak in the actuator current and detecting a current valley in the actuator current.

15. A clutch assembly comprising: a selectable one-way clutch having a first position and a second position; actuator; as well as A controller monitors current feedback from the actuator and detects movement of the actuator.

16. The clutch assembly of claim 15, wherein: The actuator comprises: a stator comprising an electromagnetic induction coil; and A translator includes a magnetic segment.

17. The clutch assembly of claim 15, comprising: power supply; a bridge circuit comprising a plurality of switches, wherein the power supply is connected to the bridge circuit; a sensor connected to the bridge circuit, the sensor generating an output signal based on current feedback from the actuator; as well as The controller receives an output signal from the sensor.

18. The clutch assembly of claim 17, wherein: The controller includes an analog-to-digital converter that generates an output signal based on an output signal of the sensor; and The output signal controls the switch.

19. The clutch assembly of claim 15, comprising: The actuator comprises a stator and a translator; the translator being movable between a first position and a second position and being operable to move the selectable one-way clutch to one of the first position and the second position; as well as A power source is connected to the stator, wherein power is applied to the stator to move the translator to one of the first position and the second position.

20. The clutch assembly of claim 19, wherein: The controller includes an analog-to-digital converter; A bridge circuit is connected to the actuator, the bridge circuit including a plurality of switches; A sensor is connected to the bridge circuit and outputs a current feedback signal; as well as The controller outputs a motion signal corresponding to the motion of the actuator based on the current feedback signal.

21. The clutch assembly of claim 20, wherein: The controller controls the switch based in part on the movement of the translator.

22. A torque transmission assembly comprising: an actuator comprising a stator having coils and a translator having magnets; a back EMF detection unit that generates a signal based on movement of the translator relative to the stator; as well as A coupling member transmits torque from a driving member to a driven member based on a signal from the back electromotive force detection unit.

23. The torque transmission assembly of claim 22, comprising: The stator has an electromagnetic induction coil; as well as The translator has a magnetic section.

24. The torque transmission assembly of claim 22, comprising: power supply; a bridge circuit comprising a plurality of switches, wherein the power supply is connected to the bridge circuit; a sensor connected to the bridge circuit, the sensor generating an output signal based on current feedback from the actuator; as well as A controller receives the output signal from the sensor and generates an output.

25. The torque transmission assembly of claim 24, wherein: The controller includes an analog-to-digital converter that generates an output signal based on an output signal of the sensor; and The output signal controls the switch.

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