CLUTCH AND CONTROL UNIT INCLUDING ADJUSTABLE CLUTCH UNIT WITH SPEED SENSOR AND METHOD FOR CONTROLLING THE ADJUSTABLE CLUTCH UNIT USING INFORMATION FROM THE SPEED SENSOR FOR PARKING / HILL ACCELERATE OPERATIONS

Abstract

Clutch and control unit, comprising: a controllable coupling unit with a first coupling element and a second coupling element rotatably mounted about an axis relative to the first coupling element, the first coupling element having a first coupling front surface oriented so that it is radially opposite the axis and has a speed sensor, the second coupling element having a second coupling front surface oriented so that it is radially opposite the axis and has locking profiles, the coupling elements being arranged relative to each other such that the speed sensor is in a counter-position at close distances to the locking profiles; a first electromechanical component designed to move a first locking element between (i) a coupling position in which the first locking element engages with one of the locking profiles in order to prevent rotation of the second coupling element in a first direction about the axis, and (ii) a non-coupling position in which the first locking element is disengaged from the locking profiles; a second electromechanical component designed to move a second locking element between (i) a coupling position in which the second locking element engages with one of the locking profiles in order to prevent rotation of the second coupling element in a second direction opposite to the first direction around the axis, and (ii) a non-coupling position in which the second locking element is disengaged from the locking profiles; wherein the speed sensor is designed to scan the locking profiles rotating behind the sensor when the second coupling element rotates about the axis relative to the first coupling element, in order to generate a speed signal indicating a rotational speed of the second coupling element; and A control unit, ready to receive the speed signal from the speed sensor and designed to control one of the electromechanical components to move the locking element corresponding to one of the electromechanical components from the non-clutching position to the clutching position, and to control the other of the electromechanical components so that the locking element corresponding to the other of the electromechanical components is held in the non-clutching position after the rotational speed of the second clutch element has decreased to a level below a threshold of the hill start speed.

Description

TECHNICAL AREA

[0001] The present invention relates to coupling and control units including controllable coupling units with sensors and methods for controlling the coupling units using information from the sensors. BACKGROUND

[0002] Clutch units, such as switching clutches, are used in a selection of applications to selectively couple power from a first rotating driving element, such as a drive disc or plate, to a second independently rotating driven element, such as a driven disc or plate. In a known selection of switching clutches, commonly referred to as a "freewheel clutch" or "overrunning clutch," the switching clutch engages to mechanically couple the driving element to the driven element only when the driving element is rotating in a first direction relative to the driven element. Conversely, the switching clutch allows the driving element to rotate freely in a second direction relative to the driven element.

[0003] A freewheel clutch type (i.e., FLK) comprises coaxial driving and driven plates with flat clutch faces arranged close together in a side-by-side relationship. On the front face of the driving plate, pockets are formed at angularly spaced locations around an axis, with a strut or pawl located in each pocket. Notches are formed on the front face of the driven plate and engage with one or more of the struts when the driving plate rotates in a first direction. When the driving plate rotates in a second direction opposite to the first, the struts disengage from the notches, allowing freewheeling motion of the driving plate relative to the driven plate.

[0004] Adjustable or switchable freewheel clutches are a departure from conventional freewheel clutch designs. Switchable freewheel clutches incorporate a second row of locking elements in combination with a sliding plate. This additional row of locking elements and the sliding plate enhances the clutch's functionality. Adjustable freewheel clutches are capable of establishing a mechanical connection between rotating or stationary shafts in one or both directions. Furthermore, adjustable freewheel clutches are capable of freewheeling in one or both directions. An adjustable freewheel clutch includes an externally controlled selection or control mechanism. The movement of this selection mechanism can occur between two or more positions, corresponding to different operating modes.

[0005] The term "sensor" as used here describes a circuit or unit with a sensing element and other components. The term "magnetic field sensor" as used here describes a circuit or unit with a magnetic field sensing element and electronics connected to the magnetic field sensing element. Magnetic field sensors are used in a wide variety of applications, including an angle sensor, which detects an angle in one direction of a magnetic field; a current sensor, which detects a magnetic field generated by a current carried through a current-carrying conductor; a magnetic switch, which detects the proximity of a ferromagnetic object; a rotation detector, which detects passing ferromagnetic objects, for example, the magnetic regions of a ring magnet; and a magnetic field sensor, which detects the magnetic field density of a magnetic field.The term "magnetic field sensing element" used here describes a variety of electronic elements that can detect a magnetic field. These magnetic field sensing elements can be Hall effect sensors, magnetic resistors, or magnetic transistors, but are not limited to these.

[0006] Clutch units are used in vehicle transmissions to prevent an interruption of the drive torque (i.e., the power flow) during certain gear changes and to enable engine braking while idling. Hybrid powertrains combine a conventional engine and an electric motor to produce a more efficient vehicle. The torque from the engine and electric motor is transmitted to the vehicle's driven wheels via the transmission. For example, the clutch described in DE 11 2015 004 085 T5 serves to selectively prevent or allow the rotation of a rotating component in one or both directions, with two pawls being controlled by a common, pre-tensioned element. An armature and an optional cam actuator enable the targeted control of the pawl engagement.The vehicle described in DE 10 2017 126 873 A1 features a transmission with an electronic range selection system that switches between park and non-park operating positions. A clutch connects a section of a planetary gear set to the housing to engage first gear. Depending on the clutch position, a movable pawl either takes over the function of power transmission in first gear or is disengaged from this section. The actuation mechanism for the selectable clutch module described in DE 10 2017 203 179 A1 consists of an actuator housing with a chamber in which a piston can be moved between two positions, assisted by an actuator spring. An armature on the piston and an associated cam, together with hydraulic pressure, enable the control of the piston movement.DE 11 2007 002 319 T5 also describes a vehicle transmission with a braking device, wherein the vehicle transmission has an output shaft and the braking device has a coil spring mounted around the shaft, the coil spring being capable of moving from a relaxed state to an activated state to brake the rotational movement of the shaft. DE 10 2009 061 815 B4 discloses another clutch system which also includes pawls and a locking sensor for generating locking signals for transmission to an electronic control unit.

[0007] For the purposes of this disclosure, the term "clutch" shall be interpreted as including shift clutches or brakes in which one of the plates is connected to drive a torque output element of a transmission and the other plate is connected to drive a different torque output element or is anchored and held in place with respect to the transmission housing. The terms "clutch," "shift clutch," and "brake" may be used interchangeably. SUMMARY

[0008] The clutch and control unit according to the invention comprises an adjustable clutch unit, first and second electromechanical components, and a control unit. The adjustable clutch unit contains a first clutch element and a second clutch element, which is rotatably mounted about an axis relative to the first clutch element. The first clutch element has a first clutch front surface oriented radially opposite the axis and includes a speed sensor. The second clutch element has a second clutch front surface oriented radially opposite the axis and includes locking profiles. The clutch elements are arranged relative to each other such that the speed sensor is positioned in a counter-position at a close distance to the locking profiles.The first electromechanical component is designed to move a first locking element between (i) a coupled position in which the first locking element engages with one of the locking profiles to prevent rotation of the second coupling element in a first direction about the axis, and (ii) a non-coupled position in which the first locking element is disengaged from the locking profiles. The second electromechanical component is designed to move a second locking element between (i) a coupled position in which the second locking element engages with one of the locking profiles to prevent rotation of the second coupling element in a second direction opposite to the first direction about the axis, and (ii) a non-coupled position in which the second locking element is disengaged from the locking profiles.The speed sensor is designed to scan the locking profiles that rotate behind the sensor as the second clutch element rotates around its axis relative to the first clutch element, generating a speed signal that indicates the rotational speed of the second clutch element. The control unit is ready to receive the speed signal from the speed sensor.

[0009] According to the invention, the control unit is further designed to control one of the electromechanical components in order to move the locking element from the non-clutching position to the clutching position in accordance with one of the electromechanical components, and to control the other of the electromechanical components in order to keep the locking element in the non-clutching position in accordance with the other of the electromechanical components after the rotational speed of the second clutch element has decreased to a level below a threshold value of the hill start speed.

[0010] The control unit can further be configured to control one of the electromechanical components to move the locking element from the engaged position back to the disengaged position in accordance with one of the electromechanical components, and to control the other of the electromechanical components to keep the locking element in the disengaged position in accordance with the other of the electromechanical components, after the rotational speed of the second clutch element subsequently increases to a level greater than the threshold of the hill start speed.

[0011] The control unit can further be designed to control the first electromechanical component to move the first locking element from the non-clutching position to the clutching position, and to control the second electromechanical component to keep the second locking element in the non-clutching position after the rotational speed of the second clutch element in the second direction has decreased to a level below the threshold of the hill start speed, thereby preventing unintentional rotation of the second clutch element in the first direction.

[0012] The control unit can also be designed to control the second electromechanical component to move the second locking element from the non-clutching position to the clutching position, and to control the first electromechanical component to keep the first locking element in the non-clutching position after the rotational speed of the first clutch element in the first direction decreases to such an extent that it is less than the threshold of the hill start speed, in order to prevent unintentional rotation of the first clutch element in the second direction.

[0013] In one embodiment, the control unit is additionally or alternatively configured to control the electromechanical components in response to the receipt of a parking instruction to move the locking elements from the non-coupling position to the coupling position while the rotational speed of the second coupling element is less than a parking speed threshold, and independently of the receipt of the parking instruction to control the electromechanical components to keep the locking elements in the non-coupling position while the rotational speed of the second coupling element is greater than the parking speed threshold.

[0014] The control unit can comprise a main control unit, a first cylinder coil control unit connected to the first electromechanical component, and a second cylinder coil control unit connected to the second electromechanical component. The main control unit is configured to provide a control signal to the cylinder coil control units in response to the parking instruction, which instructs the cylinder coil control units to move the locking elements from the disengaged position to the engaged position. The cylinder coil control units are configured to control the electromechanical components in response to the control signal to move the locking elements from the disengaged position to the engaged position while the rotational speed of the second clutch element is less than the parking speed threshold.The cylinder coil control units are further designed to ignore the control signal in response to the control signal and to keep the locking elements in the non-clutching position while the rotational speed of the second clutch element is greater than the parking speed threshold.

[0015] In one embodiment, the first coupling element may additionally or alternatively have a position sensor configured to generate a position signal indicating whether the second locking element is in the engaged or disengaged position. The control unit is ready to receive the position signal and may further be configured, in response to receiving a reverse instruction after the locking elements have been moved into the engaged position in response to the parking instruction, to control the second electromechanical component to move the second locking element into the disengaged position, to control the first electromechanical component to hold the first locking element in the engaged position, and to check from the position signal that the second electromechanical component has remained stuck in the engaged position.to instruct an increase in torque from an electric motor based on a state to remove torque from the second locking element so that the second locking element can move into the unengaged position, and to control the first electromechanical component to move the first locking element into the unengaged position after the second locking element can move into the unengaged position, as confirmed by the position signal.

[0016] In one embodiment, the first coupling element can additionally or alternatively have a position sensor configured to generate a position signal indicating whether the first locking element is in the engaged or disengaged position. The control unit is ready to receive the position signal and can also be configured to control the first electromechanical component in response to a drive signal received after the locking elements have been moved into the engaged position in response to the parking instruction, in order to move the first locking element into the disengaged position, to control the second electromechanical component to hold the second locking element in the engaged position, and to check from the position signal that the first electromechanical component has remained in the engaged position.to instruct an increase in torque from an electric motor based on a state to remove the torque from the first locking element so that the first locking element can move into the unclutched position, and to control the second electromechanical component to move the second locking element into the unclutched position after the first locking element can move into the unclutched position, as confirmed by the position signal.

[0017] A procedure for use with the coupling and control unit is also provided.

[0018] In one embodiment, the method comprises controlling, by the control unit, one of the electromechanical components to move the locking element corresponding to one of the electromechanical components from the non-clutching position to the clutching position, and controlling, by the control unit, the other of the electromechanical components to hold the locking element corresponding to the other of the electromechanical components in the non-clutching position after the rotational speed of the second clutch element has decreased to a level below a threshold of the hill start speed.

[0019] In one embodiment, the method may additionally or alternatively include controlling, by the control unit, one of the electromechanical components to move the locking element corresponding to one of the electromechanical components from the clutching position back to the non-clutching position, and controlling, by the control unit, the other of the electromechanical components to hold the locking element corresponding to the other of the electromechanical components in the non-clutching position after the rotational speed of the second clutch element subsequently increases to a level greater than the threshold of the hill start speed.

[0020] In one embodiment, the method may additionally or alternatively include controlling, by the control unit, in response to receiving a parking instruction, the electromechanical components to move the locking elements from the non-coupling position to the coupling position while the rotational speed of the second coupling element is less than a parking speed threshold, and controlling, by the control unit, independently of receiving the parking instruction, the electromechanical components to keep the locking elements in the non-coupling position while the rotational speed of the second coupling element is greater than the parking speed threshold.

[0021] In one embodiment, the method may further, additionally or alternatively, in response to receiving a reverse instruction after the locking elements have been moved into the engaged position in response to the parking instruction, include the control unit controlling the second electromechanical component to move the second locking element into the unengaged position, controlling the first electromechanical component to hold the first locking element in the engaged position, checking from the second position signal that the second electromechanical component has remained stuck in the engaged position, instructing an electric motor to increase torque based on a condition, removing torque from the second locking element so that the second locking element can move into the unengaged position, and controlling the first electromechanical component to move the first locking element into the unengaged position.after the second locking element can move into the non-coupling position, as confirmed by the second position signal.

[0022] In one embodiment, the method may additionally or alternatively, in response to receiving a driving instruction after the locking elements have been moved into the engaged position in response to the parking instruction, include the control unit controlling the first electromechanical component to move the first locking element into the unengaged position, controlling the second electromechanical component to hold the second locking element in the engaged position, checking from the first position signal that the first electromechanical component has remained stuck in the engaged position, instructing an electric motor to increase torque based on a condition to remove torque from the first locking element so that the first locking element can move into the unengaged position, and controlling the second electromechanical component to move the second locking element into the unengaged position.after the first locking element can move into the non-coupling position, as confirmed by the first position signal. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 illustrates an exploded view of a coupling and control unit with a controllable coupling unit and a pair of electromechanical components according to one embodiment; Fig. Figure 2 illustrates a partial view in cross-section of the coupling and control unit with both electromechanical components in a magnetically “disengaged” position, whereby the controllable coupling unit is in a complete “sliding operation”; Fig. Figure 3 illustrates a partial view in cross-section of the coupling and control unit with both electromechanical components in a magnetically engaged position, whereby the adjustable coupling unit is in a completely “locked” operating mode; Fig. Figure 4 shows a block diagram of (i) components of the clutch and control unit, which include position sensors and a speed sensor of the adjustable clutch unit and the electromechanical components, and of (ii) components of a system control, which include a main control unit and cylinder coil control units, for controlling the electromechanical components using information from the position sensor and speed sensor to control the adjustable clutch unit. Fig. Figure 5 illustrates schematic representations of a motor vehicle parked on both a downhill and an uphill slope (in park position); Fig. Figure 6 illustrates a flowchart depicting characteristic operations for controlling the adjustable clutch unit for a parking adjustment control process using information from the speed sensor according to an embodiment; Fig. Figure 7 illustrates a flowchart depicting characteristic operations for controlling the adjustable clutch unit for a hill start control process using information from the position sensor and speed sensor according to one embodiment; Fig. Figure 8A illustrates a flowchart depicting characteristic operations for controlling the adjustable clutch unit for a "park-to-reverse" control operation using information from the position sensor and speed sensor according to one embodiment; and Fig. Figure 8B illustrates a flowchart depicting characteristic operations for controlling the adjustable clutch unit for a "park-to-forward gear" control operation using information from the position sensor and speed sensor according to an embodiment. DETAILED DESCRIPTION

[0023] Detailed embodiments of the present invention are disclosed here; however, it should be understood that the disclosed embodiments are merely exemplary of the invention, which can be expressed in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or reduced to a minimum to show details of certain components. Therefore, specific structural and functional details disclosed here should not be interpreted as limiting, but only as a representative basis for the technical teaching for the person skilled in the art, enabling them to apply the present invention in various ways.

[0024] With reference to now Fig. 1, Fig. 2 and Fig. Figure 3 shows a coupling and control unit 10 according to one embodiment. Fig. Figure 1 illustrates an expanded representation of a coupling and control unit 10. Fig. 2 and Fig. Figure 3 illustrates partial views of a coupling and control unit 10 in cross-section. As explained below, the following is located in Fig. 2 the adjustable clutch unit 12 in a complete “sliding mode”, and in Fig. 3 the adjustable clutch unit 12 is in a completely “locked” operating mode.

[0025] The clutch and control unit 10 includes an adjustable clutch unit 12. The adjustable clutch unit 12 contains first and second clutch elements 16 and 18. The first clutch element 16 is fixed in a position such that it is fixed to a gearbox housing. The second clutch element 18 is rotatably mounted relative to the first clutch element 16 about a pivot axis 20.

[0026] The second coupling element 18 comprises a coupling front 22 oriented radially outward from the axis of rotation 20. The coupling front 22 of the second coupling element 18 has an arrangement of locking profiles, teeth, or recesses (“detents”) 24 formed therein. The second coupling element 18 has an arrangement of wedges 26 formed on its inner diameter to engage rotatably about an axis of rotation 20 with a driving or driven element (not shown). Because the coupling front 22 of the coupling element 18 has recesses 24, the second coupling element can be referred to here as a “recess plate”.

[0027] The adjustable coupling unit 12 further includes a locking or retaining ring or plate (“retaining plate”) 28 for insertion into an annular recess in an axially extending wall of a first coupling element 16 in order to hold the coupling elements 16 and 18 together. Grooved pins 30 are used to fasten the retaining plate 28 to the first coupling element 16 for this purpose.

[0028] The first coupling element 16 comprises a coupling front 32 oriented such that it faces radially inward toward the axis of rotation 20. The radially inward-facing coupling front 32 of the first coupling element 16 and the radially outward-facing coupling front 22 of the second coupling element 18 are opposite each other when the adjustable coupling unit 12 is in the correct position. Fig. 2 and Fig. 3 is assembled.

[0029] The first coupling element 16 has a pair of raised receiving sections 34a, 34b on its outer diameter. Each receiving section 34a, 34b has a slot (not shown). The slots of the receiving sections 34a, 34b extend completely through the first coupling element 16 to the radially inwardly facing coupling front 32 of the first coupling element.

[0030] The first coupling element 16 also comprises a pair of locking elements, struts or pawls (“locking struts”) 36a, 36b. According to Fig. 2 and Fig. 3. The locking struts 36a, 36b are each arranged in pockets 40a, 40b of the receiving sections 34a, 34b of the first coupling element 16. Return springs 38a, 38b of the struts are connected to each locking strut 36a, 36b. As in Fig. 2 and Fig. As further shown in Figure 3, the return springs 38a, 38b of the struts are each arranged in spring recesses (unnumbered) of the receiving sections 34a, 34b and, in the operational configuration, with their respective locking struts 36a, 36b. Because the receiving sections 34a, 34b of the first coupling element have 16 pockets 40a, 40b for receiving locking struts 36a, 36b, the first coupling element can be referred to here as a "pocket plate".

[0031] The locking struts 36a, 36b can each be positioned between the radially inwardly facing coupling front 32 of the first coupling element 16 and the radially outwardly facing coupling front 22 of the second coupling element 18 between a in Fig. 2 shown, non-coupling (or disengaging) positions and one in Fig. 3 shown, coupling position, when the adjustable coupling unit 12 is assembled.

[0032] As indicated, each locking strut 36a, 36b is movable between a first (i.e., non-coupling) and a second (i.e., coupling) position. The in Fig. The first position shown in Figure 2 is characterized by a non-intersecting engagement of a locking strut 36 with a force-bearing surface of the corresponding pocket 40 of the first coupling element 16 and a force-bearing projection of a recess 24 of the second coupling element 22.

[0033] The adjustable coupling unit 10 further comprises a pair of electromechanical components 14a, 14b (here also referred to as "cylinder coils"). The electromechanical components 14a, 14b each contain a reciprocating element (e.g., pressure piston, rod, etc.) 42a, 42b. The reciprocating elements 42a, 42b are movable between an extended and a retracted position.

[0034] According to Fig. 2 and Fig. 3. The electromechanical components 14a and 14b are each received by receiving sections 34a and 34b of the first coupling element 16. The reciprocating element 42 of an electromechanical component 14 can move back and forth in the slot of the corresponding receiving section 34. For example, the reciprocating element 42a can move back and forth to move the locking strut 36a, located in the pocket 40a of the receiving section 34a, transversely through a gap between the radially facing coupling fronts 32 and 22 of the first and second coupling elements 16 and 18 in response to the electromechanical component 14a receiving an electrical control signal. In this case, the locking strut 36a engages in one of the recesses 24 of the second coupling element 18 in a manner that Fig. The locking strut 36a engages in the coupled position shown in Figure 3 to prevent counterclockwise (CCW) rotation of the second coupling element 18 about the axis of rotation 20. Similarly, the reciprocating element 42b can move back and forth to move the locking strut 36b, located in the pocket 40b of the receiving section 34b, transversely through a gap between the radially facing coupling faces 32 and 22 of the first and second coupling elements 16 and 18 in response to the electromechanical component 14b receiving an electrical control signal. In this case, the locking strut 36b engages in one of the recesses 24 of the second coupling element 18 in a position shown in Fig. 3 shown coupling position of the locking strut 36b to prevent a clockwise (CW) rotation of the second coupling element 18 around the axis of rotation 20.

[0035] As it is with regard to Fig. As described in Figure 3, the locking strut 36a, in the coupling position, prevents counterclockwise (CCW) rotation of the second coupling element 18, and the locking strut 36b, in the coupling position, prevents clockwise (CW) rotation of the second coupling element 18. Thus, the locking strut 36a can be referred to as a "forward" locking strut, and the locking strut 36b can be referred to as a "reverse" locking strut. Of course, depending on the agreement regarding the naming convention, the locking strut 36a can instead be referred to as a "reverse" locking strut, and the locking strut 36b can be referred to as a "forward" locking strut.

[0036] Each electromechanical component 14 preferably comprises an electromagnetic cylindrical coil with a housing having a lower part with an opening in which the reciprocating element 42 moves back and forth at a first end, and a magnetic coil mounted in the housing. An armature is mounted within the housing for axial movement between a first and second position when the magnetic coil is supplied with a predetermined electric current. The distance between the first and second positions defines a stroke length in which the armature exerts a substantially constant force during axial movement of the armature between the first and second positions. The reciprocating element 42 is biased by a spring extending between the reciprocating element and the armature to move axially between the first and second positions.This spring pre-tensions the reciprocating element 42 towards the second coupling element 18. Each electromechanical component 14 can be designated as a selectable cylindrical coil insert (SSI).

[0037] The adjustable clutch unit 10 further comprises a pair of position sensors 44a, 44b. The position sensors 44a, 44b are operational to detect the respective position of the locking strut 36a, 36b. In particular, the position sensors 44a, 44b are operational to detect whether the locking struts 36a, 36b are retracted so that they are in the non-coupling position (in Fig. 2 shown) are located or are extended in such a way that they are in the coupling position (in Fig. (3 shown). For this purpose, the position sensors 44a, 44b are magnetic field sensors, and the locking struts 36a, 36b are ferromagnetic or magnetic. Alternatively, one or both of the locking struts 36a, 36b can carry or hold a magnet or a rare-earth particle of automotive grade (not shown), which may be embedded in an opening formed in the outer surface of the locking strut. In this case, the locking strut is a non-ferrous strut, such as an aluminum strut.

[0038] In response to a movement of a locking strut 36, a changing magnetic field is generated between the engaged and disengaged positions. According to Fig. 2 and Fig. 3 The position sensor 44a is arranged in a recess of the first coupling element 16 adjacent to and fixed to the locking strut 36a. The position sensor 44a can thus detect a magnetic flux to generate an output signal based on the position of the locking strut 36a. Likewise, according to Fig. 2 and Fig. 3 The position sensor 44b is arranged in a recess of the first coupling element 16 adjacent to and fixed to the locking strut 36b. The position sensor 44b can thus detect a magnetic flux in order to generate an output signal based on the position of the locking strut 36b.

[0039] Typically, each position sensor 44 has three leads (input, output, and ground) and provides a common-standard push-pull voltage output based on the position of the corresponding locking strut 36. The position sensor 44 accurately detects the position of the corresponding locking strut 36 with a single output (i.e., voltage output). The leads of the position sensor 44 extend from the position sensor through the corresponding receiving section 34 of the first clutch element 16. The leads are connected to a cylinder coil control unit (in Fig. 4 shown) connected to a main control unit (in Fig. (shown in Figure 4) is coupled. The cylinder coil control unit supplies control signals to the magnetic coil of the actuating magnet of the electromechanical component 14 in order to move the reciprocating element 42 accordingly in response to control signals from the main control unit. By providing feedback regarding the position of the locking struts 36a, 36b, the resulting closed control loop has improved sensitivity, accuracy, and repeatability. As described in Figure 4, the cylinder coil control unit supplies control signals to the magnetic coil of the actuating magnet of the electromechanical component 14 in order to move the reciprocating element 42 accordingly in response to control signals from the main control unit. By providing feedback regarding the position of the locking struts 36a, 36b, the resulting closed control loop has improved sensitivity, accuracy, and repeatability. Fig. 2 and Fig. As shown in Figure 3, the position sensors 44a, 44b are integrated in the first coupling element 16.

[0040] The adjustable clutch unit 10 further includes a speed sensor 46. The speed sensor 46 is operational to detect the speed of the recesses 24 of the second clutch element 18 while the recesses 24 behind the speed sensor 46 rotate as the second clutch element 18 rotates relative to the first clutch element 16 about the axis of rotation 20. The speed sensor 46 is also operational to measure the rotational speed of the second clutch element 18. For this purpose, the speed sensor 46 is preferably a magnetic field sensor, and the recesses 24 are ferromagnetic or magnetic. Alternatively, the recesses 24 can carry or hold a rare-earth magnet or a rare-earth-grade pellet (not shown), which may be embedded in an opening formed in the outer surface of the recesses.In this case, the recesses can be 24 iron-free recesses, such as recesses made of aluminum.

[0041] In response to a rotation of the recesses 24 located behind the speed sensor 46, a changing magnetic field is generated. As in Fig. 2 and Fig. As shown in Figure 3, a speed sensor 46 is arranged in a recess of the first coupling element 16, adjacent to and fixed with the recesses 24, which are located on the radially outwardly facing coupling face 22 of the second coupling element 18. The speed sensor 46 can thus sample the magnetic flux to generate an output signal which is the basis for the rotational speed of the second coupling element 18 when the recesses 24 behind the speed sensor 46 rotate while the second coupling element 18 rotates relative to the first coupling element 16 about the axis of rotation 20.

[0042] The speed sensor 46 typically has two leads and provides a current output based on the rotational speed of recesses 24 behind the speed sensor. The speed sensor 46 accurately detects the speed with a single output (i.e., current output). The leads of the speed sensor 46 extend from the speed sensor through the corresponding receiving section 34 of the first clutch element 16. The leads are connected to the cylinder coil control unit (in Fig. 4 shown) connected to the main control unit (in Fig. (shown in Figure 4) is coupled. The cylinder coil control unit supplies control signals to the magnetic coil of the actuating magnet of the electromechanical component 14 in order to move the reciprocating element 42 accordingly in response to control signals from the main control unit. By providing feedback regarding the rotational speed of the second coupling element 18, the resulting closed control loop has improved sensitivity, accuracy, and repeatability. As described and shown in Figure 4, the cylinder coil control unit provides control signals to the magnetic coil of the actuating magnet of the electromechanical component 14 to move the reciprocating element 42 in response to control signals from the main control unit. By providing feedback regarding the rotational speed of the second coupling element 18, the resulting closed control loop has improved sensitivity, accuracy, and repeatability. Fig. 2 and Fig. As shown in Figure 3, the speed sensor 46 is integrated into the first coupling element 16.

[0043] As it is with regard to Fig. 1, Fig. 2 and Fig. As described in Figure 3, the clutch and control unit 10 has the characteristics of being an electronically controlled clutch brake with radial, torque-transmitting elements (i.e., locking struts 36a, 36b). A first cylindrical coil (i.e., electromechanical component 14a) controls a first radial strut (i.e., the locking strut 36a) by pressing the first strut into a recess plate (i.e., a recess 24 of the second clutch element 18) so that it can transmit a torque or prevent rotation of the recess plate in a first direction (i.e., the counterclockwise direction). Likewise, a second cylindrical coil (i.e., the electromechanical component 14b) controls a second radial strut (i.e., the locking strut 36b) by pressing the second strut into the recess plate (i.e.,, a recess 24 of the second coupling element 18) is pressed so that it can transmit a torque or prevent rotation in a second direction, opposite to the first direction (i.e., the clockwise direction). Of course, an additional cylindrical coil and a row (rows) of struts can be provided for the counterclockwise direction and / or an additional cylindrical coil and a row (rows) of struts for the clockwise direction.

[0044] The result, as it is in Fig. As described in Figure 2, the cylinder coils 14 are magnetically engaged in the off position according to the magnetic locking force F. The reciprocating elements 42 are retracted and do not contact the locking arms 36. Consequently, the return springs 38 of the arms are extended, with the locking arms 36 disengaged from the recesses 24 and transmitting no torque. The position sensors 44 detect that the locking arms 36 are in the off position. Therefore, the second clutch element 18 can rotate in both the clockwise and counterclockwise directions (i.e., "freewheeling" in either the clockwise or counterclockwise direction).

[0045] The result, as it is in Fig. As described in Figure 3, the cylinder coils 14 are magnetically engaged in a switched-on position according to the magnetic locking force F. The reciprocating elements 42 are extended and contact the locking arms 36. Consequently, the return springs 38 of the arms are compressed, causing the locking arms 36 to engage with the recesses 24 and transmit a torque. The position sensors 44 detect that the locking arms 36 are in the switched-on position. As a result, the first and second coupling elements 16 and 18 are locked together and grounded to the transmission housing. The second coupling element 18 cannot rotate in either the clockwise or counterclockwise direction.

[0046] In principle, first and second cylindrical coils and rows of struts are provided for both the counterclockwise and clockwise directions, resulting in at least two cylindrical coils and at least two radial rows of struts for the clutch and control unit 10. The first and second cylindrical coils can be energized together or independently to provide four operating modes: (1) Freewheel in both clockwise and counterclockwise directions (the second clutch element 18 is rotatable in both clockwise and counterclockwise directions – both the first strut 36a and the second strut 36b are in the non-engaged position); (2) Counterclockwise freewheel clutch (the second clutch element 18 is rotatable in the counterclockwise direction and locked in the clockwise direction – the first strut 36a is in the non-engaged position and the second strut 36b is in the engaged position);(3) Freewheel clutch clockwise (the second clutch element 18 is rotatable counterclockwise and locked in the counterclockwise direction - the first strut 36a is in the engaged position and the second strut 36b in the disengaged position); and (4) locked in both the clockwise and counterclockwise directions (second clutch element 18 is locked in both the clockwise and counterclockwise directions - both the first strut 36a and the second strut 36b are in the engaged position.;

[0047] These operating modes enable a controllable clutch unit 12 to transmit torque (i.e., transmission) or to prevent rotation (i.e., parking lock and hill start). As described, each strut has an associated position sensor to determine the state of that individual strut, i.e., ON or OFF, where ON means that the strut is in the clutched position and OFF means that the strut is in the non-clutched position. As further described, a speed sensor is located in the grounded wheel (i.e., speed sensor 46 is integrated into the first clutch element 16) to measure the speed of the rotating wheel relative to the stationary wheel (i.e., to measure the rotational speed of the second clutch element 18 relative to the first clutch element 16).Implementation designs provide control strategies for when to supply power to the cylinder coils using information from the sensors.

[0048] With reference to now Fig. 4 is with continued reference to Fig. 1, Fig. 2 and Fig. Figure 3 shows a block diagram of components of a coupling and control unit 10 and components of a controller 50 for controlling the adjustable coupling unit 12. The controller 50 is part of the coupling and control unit 10. The in Fig. The components of the clutch and control unit 10 shown in Figure 4 are the first and second position sensors 44a, 44b of the struts and a speed sensor 46 of the adjustable clutch unit 12, and the first and second cylinder coils 14a, 14b. The components shown in Figure 4 are the first and second position sensors 44a, 44b of the struts and a speed sensor 46 of the adjustable clutch unit 12, and the first and second cylinder coils 14a, 14b. Fig. The four components of the control system 50 shown are a main control unit 52 and first and second cylinder coil control units 54a, 54b. In general, the main control unit 52 and / or the cylinder coil control units 54a, 54b are ready to control the electromechanical components 14a, 14b using information from the position sensors 44a, 44b and / or the speed sensor 46 to control the adjustable clutch unit 12.

[0049] The main control unit 52 and the cylinder coil control units 54a, 54b are electronic devices, such as processors, microcontrollers, or the like (e.g., microcomputers). The main control unit 52 (e.g., a vehicle control unit) comprises engine and machine controls or control logic that performs control functions, including a transmission control algorithm. As in Fig. As specified in 4, the main control unit 52 is ready to supply control signals to the cylinder coil control units 54a, 54b in order to control the cylinder coils 14a, 14b accordingly.

[0050] The cylinder coil control units 54a, 54b are each "vehicle-specific" cylinder coils 14a, 14b. The cylinder coil control units 54a, 54b control the cylinder coils 14a, 14b according to control signals from the main control unit 52 by supplying control signals to the cylinder coils. The cylinder coil control units 54a, 54b comprise cylinder coil controllers or control logic for the respective control of cylinder coils 14a, 14b with the control signals to move the reciprocating elements 42a, 42b between an extended and a retracted position. As described above, the reciprocating element contacts the connected locking strut 36 when a reciprocating element 42 is in the extended position to move the locking strut into the coupling position.Conversely, when, as described above, a reciprocating element 42 is in the retracted position, the reciprocating element does not touch the connected locking strut 36, and the locking strut is biased into the non-engaged position by the corresponding return spring 38. Essentially, the adjustable clutch unit 12 switches between the positions: fully locked, clockwise locked, counterclockwise locked, and fully disengaged, in response to control signals from the cylinder coil control units 54a and 54b, which provide the control signals in response to control signals from the main control unit 52.

[0051] As it is in Fig. As indicated in Figure 4, the cylinder coil control units 54a and 54b receive information from the speed sensor 46 indicating the rotational speed of the second clutch element 18. In this respect, the circuit of the speed sensor 46, which transmits the speed sensor signal, is connected to the cylinder coil control units 54a and 54b. Essentially, the cylinder coil control units 54a and 54b are configured to receive information about the rotational speed of the second clutch element 18 (i.e., the differential speed between the second clutch element 18 and the [stationary] first clutch element 16).

[0052] As it is in Fig. As further specified in section 4, the main control unit 52 receives information indicating the rotational speed of the second clutch element 18. In this respect, at least one of the cylinder coil control units 54a, 54b transmits the speed sensor signal to the main control unit 52 (in Fig. 4 not shown). In itself, the main control unit 52 is arranged to be informed about the rotational speed of the second coupling element 18 (i.e., differential speed between the second coupling element 18 and the [stationary] first coupling element 16).

[0053] As in Fig. As further specified in section 4, the main control unit 52 receives information from the first position sensor 44a indicating the position of the first strut 36a, and receives information from the second position sensor 44b indicating the position of the second strut 36b. In this respect, the circuit of the position sensors 44a, 44b, which transmit the position signals of the struts, is each connected to the cylinder coil control units 54a, 54b, which in turn transmit the position signals of the struts to the main control unit 52 (in Fig. 4 (not shown). The main control unit 52 is arranged to be informed of the position (i.e., ON or OFF) of each locking strut 36a, 36b.

[0054] In one embodiment, the clutch and control unit 10 is used in the transmission of a vehicle's powertrain. The powertrain includes an electric motor arranged to provide torque to the second clutch element 18 of the controllable clutch unit 12. The powertrain may also include a motor, in which case the vehicle can be a hybrid electric vehicle (HEV). Alternatively, the powertrain can be without a motor, in which case the vehicle can be a battery electric vehicle (BEV). The torque from the electric motor and the motor, if present, is transmitted to the driven wheels of the vehicle via the transmission.

[0055] One challenge is how to "get away" with a clutch unit, such as the torque-transmitting, adjustable clutch unit 12, when the vehicle is in park. The challenge is how to seamlessly regulate a park position (i.e., switch out of park), especially when the vehicle is on an incline, such as a hill, according to Fig. 5 is parked. Generally, when the vehicle is engaged in the park position, one side of the coupling unit will be loaded. The loaded side will depend on the direction of the tilt. Thus, when exiting a park position, a given coupling unit moving from state 11 to state 00 will normally result in a mechanical state of 01 or 10. If a strut is loaded due to a tilt, it will not disengage. Consequently, a procedure must be followed to disengage a strut (exiting the park position) without moving or shifting the vehicle and without the operator's knowledge.

[0056] With reference to Fig. 5 is a further explanation of the loaded side of a coupling unit, such as the adjustable coupling unit 12, as follows. While the vehicle is in the park position, the first and second locking arms (similar to the locking arms 36a, 36b) are engaged. While the vehicle is on a downhill slope according to Fig. 5, both locking arms are engaged, with the first locking arm bearing load. Subsequently, when the locking arms are instructed to move from the engaged state (11) to the disengaged state (00), only the second locking arm will disengage. The electrical state of the clutch unit will be off, but the clutch unit will have a mechanical state of "stuck engaged" (10). Conversely, while the vehicle is in park on an incline, according to Fig. 5. Both locking arms are engaged, with the second locking arm bearing load. Subsequently, when the locking arms are instructed to move from the engaged state (11) to the disengaged state (00), only the first locking arm will disengage. The electrical state of the clutch unit will be off, but the clutch unit will have a mechanical state of "stuck engaged" (01).

[0057] To disengage the stuck strut, it must be relieved of its load. The road gradient (i.e., downhill or uphill) causes the vehicle's weight to keep the stuck strut engaged. For example, let's assume the vehicle's forward direction is downhill. In this case, if the desired direction is reverse (REV), then when the driver presses the accelerator, the vehicle will begin to move backward, and the stuck strut will disengage. However, the problem arises when the desired direction is forward (FWD), because the way to go forward is to first go backward to disengage the stuck strut that is preventing forward movement. Conversely, let's assume the vehicle's forward direction is uphill.In this case, if the desired direction is forward, then when the driver presses the accelerator pedal, the vehicle will begin to move forward, and the stuck strut will disengage. The problem arises, however, when the desired direction is reverse (REV), because the way to go in reverse is to first go forward to disengage the stuck strut that is preventing reverse movement.

[0058] The control unit 50 is ready to control the adjustable clutch unit 12 using information from the position sensors 44a, 44b and the speed sensor 46 to address the challenge of how to "get away" with the torque-transmitting adjustable clutch unit.

[0059] In one embodiment, the controller 50 uses a feedback control strategy to disengage the adjustable clutch unit 12 when one side of the adjustable clutch unit transmits torque. During operation, when the vehicle has shifted out of park, the driver's intention is transmitted to the main control unit 52 because a PS transmission will have a different procedure than a PD transmission. Consequently, the first step in the procedure is to determine the ending PRND position and transmit this data to the main control unit 52. In the feedback control, the position sensors 44a, 44b transmit the positions of the locking arms 36a, 36b to the main control unit 52. This is the feedback signal during the shift.

[0060] For this general description of the transition from a park position, it is assumed that the vehicle was facing downhill and a PD transition was performed. Because the vehicle is in park, both locking arms 36a and 36b are engaged. Because the vehicle was facing downhill and because the vehicle is to be steered forward out of park, locking arm 36a transmits a torque. The control strategy with feedback, executed by the controller 50, has the following steps. Because "Drive" was selected, the main control unit 52 will disengage locking arm 36a, while locking arm 36b remains engaged. However, because locking arm 36a transmits a torque, it remains engaged. The engaged locking arm 36b prevents the vehicle from moving in reverse.The main control unit 52 then causes the electric motor to begin accelerating with reverse torque. While the electric motor is applying reverse torque, the position of the stuck, engaged locking bar 36a is monitored using the position sensor 44a. Finally, sufficient reverse torque is applied to release the stuck, engaged locking bar 36a. Even after reverse torque has been applied, the vehicle could not move because the locking bar 36a is kept engaged, thus preventing the vehicle from moving in the opposite direction. Once the stuck, engaged locking bar 36a is free and disengaged, the position sensor 44a will send this data to the main control unit 52, which will then signal that the locking bar 36a is no longer stuck.Immediately thereafter, the reverse torque from the electric motor is interrupted, and the main control unit 52 will disengage the other locking strut (i.e., the main control unit 52 will disengage locking strut 36b). The motor control signal is then relayed back to the driver and will respond to the vehicle's accelerator pedal. At this point, the vehicle is out of park and into drive. This procedure will smoothly shift the vehicle out of park, regardless of the magnitude or direction of the incline.

[0061] With reference to now Fig. Figure 6 shows a flowchart 60, which illustrates characteristic processes for controlling the adjustable clutch unit 12 for the control process of a parking position using information from the speed sensor 46. The control process of a parking position is intended to prevent the vehicle from entering a parking position at an unsafe speed. The vehicle enters a parking position by engaging both locking arms 36a, 36b.

[0062] It should first be noted that certain parking systems utilize a parking pawl. These parking systems are designed not to engage above a certain vehicle speed, such as 3 mph (approximately 5 km / h). If an attempt is made to engage a parking pawl above this speed, the pawl will engage against the parking gear and will not engage.

[0063] This function in this disclosure is provided by the speed sensor 46, which reads the speed of the second coupling element 18. The speed sensor 46 reports the differential speed between the second coupling element 18 and the (stationary) first coupling element 16. If this relative rotational speed between the second coupling element 18 and the first coupling element 16 is greater than a locking threshold speed, then the cylinder coils 14a, 14b are not energized to engage the locking arms 36a, 36b. More specifically, if this differential speed is greater than the locking threshold speed, then the cylinder coil control units 54a, 54b will not energize the cylinder coils 14a, 14b, regardless of any instruction from the main control unit 52 to do so.This creates a kind of "electronic" engagement, analogous to the mechanical engagement found in the parking systems mentioned above, where the lock engages against the parking gear rather than retracting. Unlike mechanical engagement, electronic engagement does not cause any mechanical wear or tear on the locking arms and / or recesses, and it also does not produce a mechanical clicking sound.

[0064] As it is in Fig. As shown in Figure 6, the control process for a parking setting with the main control unit 52 triggers the generation of a control signal to energize both cylinder coils 14a and 14b, as specified in Block 62. The main control unit 52 generates this control signal in response to the driver's instruction to move the vehicle into a parking position. The cylinder coil control units 54a and 54b receive the control signal from the main control unit 52 and the speed signal from the speed sensor 46, as specified in Block 64. The speed signal indicates the differential speed between the second clutch element 18 and the (stationary) first clutch element 16. The cylinder coil control units 54a and 54b check whether the differential speed (i.e.,, rotational speed of the second coupling element 18 relative to the first coupling element 16) is greater than a locking threshold speed as specified in block 66. The locking threshold speed may correspond to a vehicle speed such as 3 mph (approx. 4.8 km / h).

[0065] If the differential speed is greater than the locking threshold speed, the cylinder coil control units 54a, 54b ignore the control signal from the main control unit 52 and do not supply current to the cylinder coils 14a, 14b, as specified in block 68a. In this case, the cylinder coils 14a, 14b remain off, and the locking arms 36a, 36b remain in the non-engaged position. This prevents the vehicle from entering a park position.

[0066] If the differential speed is less than the locking threshold speed, the cylinder coil control units 54a, 54b respond to the control signal from the main control unit 52 and supply current to the cylinder coils 14a, 14b, as specified in block 68b. In this case, the cylinder coils 14a, 14b are energized, and the locking arms 36a, 36b move into the engaged position. This places the vehicle in a parked position.

[0067] With reference to now Fig. Figure 7 shows a flowchart 70, which illustrates characteristic processes for controlling the adjustable clutch unit 12 for a hill start control process using information from the speed sensor 46. The speed sensor 46 also has the additional function of providing a passive hill start function.

[0068] During operation, while the vehicle is in first gear and is coasting to a stop in neutral or braking, the speed sensor 46 will detect when the differential speed falls below a hill start speed threshold. When these conditions are met, the control unit 50 selectively energizes one cylinder coil, preventing the vehicle from rolling backward. The other cylinder coil, which would prevent forward movement, remains de-energized. This allows the vehicle to travel forward but locks if it rolls backward. The speed sensor 46 detects when the differential speed increases above the hill start speed threshold. Once the differential speed exceeds the hill start speed threshold, the control unit 50 causes the energized cylinder coil to switch off.

[0069] According to Fig. In particular, the hill start control process begins with the main control unit 52 receiving the speed signal from the speed sensor 46 and determining when the differential speed has decreased below the hill start speed threshold, as specified in block 72. Once the differential speed has decreased below the hill start speed threshold, the main control unit 52 generates a control signal for the cylinder coil control unit 54b to activate its cylinder coil 14b, thereby reversing the locking strut 36b into the engaged position to prevent the vehicle from rolling backward, as specified in block 74. The cylinder coil 14a, corresponding to a forward locking strut 36a which, if energized, would prevent forward movement, remains deactivated, as specified in block 76.Blocks 74 and 76 result in the vehicle being able to move forward but locking when rolling backward. The main control unit 52 continuously receives the speed signal from the speed sensor 46 and detects when the differential speed increases to a level greater than the hill-start speed threshold, as specified in block 78. Once the differential speed has increased beyond the hill-start speed threshold, the main control unit 52 generates a control signal for the cylinder coil control unit 54b to switch off its cylinder coil 14b, thereby reversing the locking strut 36b into the non-clutching position, as specified in block 79. The hill-start speed threshold can correspond to a vehicle speed such as 3 mph (approximately 4.8 km / h).

[0070] The clutch and control unit 10 with speed sensor 46 incorporates a current parking system with an NVH (noise, vibration, harshness) benefit. When the current parking lock is engaged and responds to torque from the vehicle, which is either on a slope or being pushed against a curb, energy is stored in the drive system. When the parking lock is disengaged from the park position, this stored energy is released, sometimes violently, causing a loud, audible thump. Attempts by original equipment manufacturers (OEMs) to address this issue with complex hydraulic controls have resulted in this stored energy being diverted to other components in the transmission, leading to failure.This disclosure reveals how control strategies, combined with the capability of a four-position clutch, manage this stored energy in a BEV (battery electric vehicle) or HEV (hybrid electric vehicle) and dissipate it without harsh transmission to the gearbox or vehicle. The result is seamless and quiet disengagement from park on any gradient or under any pre-loaded condition.

[0071] With reference to now Fig. Figure 8A shows a flowchart 90, which graphically depicts characteristic processes for controlling the adjustable clutch unit 12 for a "park-in reverse gear" control process using information from the position sensors 44a, 44b and the speed sensor 46. First, as represented by the decision block 92, which, with reference to Fig. The control process described in section 6 initiates a parking adjustment procedure to move the vehicle into a park position. In the park position, both cylinder coils 14a and 14b are energized. The control process for moving the vehicle out of the park position and into reverse then initiates the deactivation of the reverse cylinder coil 14b by the main control unit 52, as specified in block 94. The main control unit 52 uses a position sensor 44b to determine whether the reverse cylinder coil 14b has been deactivated or is stuck energized, as specified in decision block 96. While the reverse cylinder coil 14b is stuck energized, the main control unit 52 causes the electric motor to increase forward torque, as specified in block 97. Sufficient forward torque may be applied to release the reverse cylinder coil 14b.The main control unit 52 will then switch off the forward cylinder coil 14a, as specified in block 98, and the engine control will be passed back to the driver, as specified in block 99. At this point, the vehicle is out of park and in reverse. As described, while the electric motor ramps up in the forward direction, the cylinder coil 14a, which remains switched on, will prevent any unintended forward movement of the vehicle, while the reverse cylinder coil 14b will be relieved of torque.

[0072] With reference to now Fig. Figure 8B shows a flowchart illustrating characteristic processes for controlling the adjustable clutch unit 12 for a "park-to-forward gear" control operation using information from the position sensors 44a, 44b and the speed sensor 46. First, as represented by the decision block 102, which, with reference to Fig.The control process described in section 6 is initiated to move the vehicle into a park position. In the park position, both cylinder coils 14a and 14b are energized. The control process for moving the vehicle out of the park position and into forward gear then initiates the deactivation of the forward cylinder coil 14b by the main control unit 52, as specified in block 94. The main control unit 52 uses the position sensor 44b to determine whether the forward cylinder coil 14b has been deactivated or is stuck energized, as specified in decision block 96. While the forward cylinder coil 14b is stuck energized, the main control unit 52 causes the electric motor to increase an opposing torque, as specified in block 107. Sufficient opposing torque may be applied to release the reverse cylinder coil 14b.The main control unit 52 will then switch off the reverse cylinder coil 14a, as specified in block 108, and the engine control will be passed back to the driver, as specified in block 109. At this point, the vehicle is out of park and in forward gear. As described, while the electric motor ramps up in reverse, the reverse cylinder coil 14a, which remains engaged, will prevent any unintended reverse movement of the vehicle, while the forward cylinder coil 14b is relieved of torque.

[0073] As described, the clutch and control unit 10 can have the features to help eliminate hydraulic control of shift clutches, to have a reduced installation space with its radial geometry, to help eliminate high noise, vibration, and harshness (NVH) in current parking systems when disengaging the current parking system, while being supplemented with a hill start function.

[0074] 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 description are descriptive rather than limiting, making it clear that various modifications can be made without departing from the spirit and scope of the invention. Furthermore, features from different implementing embodiments can be combined to form further embodiments of the invention.

Claims

[1] Clutch and control unit comprising: a controllable coupling unit with a first coupling element and a second coupling element rotatably mounted about an axis relative to the first coupling element, the first coupling element having a first coupling front surface oriented so that it is radially opposite the axis and has a speed sensor, the second coupling element having a second coupling front surface oriented so that it is radially opposite the axis and has locking profiles, the coupling elements being arranged relative to each other such that the speed sensor is in a counter-position at close distances to the locking profiles; a first electromechanical component designed to move a first locking element between (i) a coupling position in which the first locking element engages with one of the locking profiles in order to prevent rotation of the second coupling element in a first direction about the axis, and (ii) a non-coupling position in which the first locking element is disengaged from the locking profiles; a second electromechanical component designed to move a second locking element between (i) a coupling position in which the second locking element engages with one of the locking profiles in order to prevent rotation of the second coupling element in a second direction opposite to the first direction around the axis, and (ii) a non-coupling position in which the second locking element is disengaged from the locking profiles; wherein the speed sensor is designed to scan the locking profiles rotating behind the sensor when the second coupling element rotates about the axis relative to the first coupling element, in order to generate a speed signal indicating a rotational speed of the second coupling element; and A control unit, ready to receive the speed signal from the speed sensor and designed to control one of the electromechanical components to move the locking element corresponding to one of the electromechanical components from the non-clutching position to the clutching position, and to control the other of the electromechanical components so that the locking element corresponding to the other of the electromechanical components is held in the non-clutching position after the rotational speed of the second clutch element has decreased to a level below a threshold of the hill start speed. [2] Clutch and control unit according to claim 1, wherein: The control unit is further designed to control one of the electromechanical components in order to move the locking element corresponding to one of the electromechanical components from the clutching position back to the non-clutching position, after the rotational speed of the second clutch element subsequently increases so that it is greater than the threshold of the hill start speed. [3] Clutch and control unit according to claim 1, wherein: The control unit is further designed to control the first electromechanical component to move the first locking element from the non-clutching position to the clutching position, and to control the second electromechanical component to keep the second locking element in the non-clutching position after the rotational speed of the second clutch element in the second direction decreases to a level below the threshold of the hill start speed, thereby preventing unintentional rotation of the second clutch element in the first direction. [4] Clutch and control unit according to claim 3, wherein: The control unit is further designed to control the first electromechanical component in order to move the first locking element from the clutching position back to the non-clutching position after the rotational speed of the second clutching element in the second direction subsequently increases to such an extent that it is greater than the threshold of the hill start speed. [5] Clutch and control unit according to claim 1, wherein: The control unit is further designed to control the second electromechanical component in order to move the second locking element from the non-clutching position to the clutching position, and to control the first electromechanical component in order to keep the first locking element in the non-clutching position after the rotational speed of the first clutch element in the first direction decreases to such an extent that it is less than the threshold of the hill start speed in order to prevent an unintentional rotation of the first clutch element in the second direction. [6] Clutch and control unit according to claim 5, wherein: The control unit is further designed to control the second electromechanical component in order to move the second locking element from the clutching position back to the non-clutching position after the rotational speed of the first clutching element in the first direction subsequently increases to such an extent that it is greater than the threshold of the hill start speed. [7] Clutch and control unit according to claim 1, wherein: The control unit is further designed to control the electromechanical components in response to receiving a parking instruction, in order to move the locking elements from the non-engaged position to the engaged position, while the rotational speed of the second clutch element is less than a parking speed threshold; and The control unit is further designed to control the electromechanical components, independently of the receipt of the parking instruction, in order to keep the locking elements in the non-clutching position while the rotational speed of the second clutch element is greater than the parking speed threshold. [8] Clutch and control unit according to claim 7, wherein: the control unit comprises a main control unit, a first cylinder coil control unit connected to the first electromechanical component, and a second cylinder coil control unit connected to the second electromechanical component; wherein the main control unit is designed, in response to the receipt of the parking instruction, to provide a control signal to the cylinder coil control units, which instructs the cylinder coil control units to move the locking elements from the non-clutching position to the clutching position; the cylinder coil control units are designed, in response to the control signal, to control the electromechanical components in order to move the locking elements from the non-clutching position to the clutching position while the rotational speed of the second clutch element is less than the parking speed threshold; and The cylinder coil control units are further designed to ignore the control signal in response to the control signal and to keep the locking elements in the non-clutching position while the rotational speed of the second clutch element is greater than the parking speed threshold. [9] Clutch and control unit according to claim 7, wherein the first coupling element further comprises a position sensor designed to generate a position signal indicating whether the second locking element is in the coupling or non-coupling position; andThe control unit is ready to receive the position signal and is further configured, in response to receiving a reverse instruction after the locking elements have been moved into the engaged position in response to the parking instruction, to control the second electromechanical component to move the second locking element into the unengaged position, to control the first electromechanical component to hold the first locking element in the engaged position, to check from the position signal that the second electromechanical component has remained stuck in the engaged position, to instruct an increase in torque from an electric motor based on a condition, to remove torque from the second locking element so that the second locking element can move into the unengaged position, and to control the first electromechanical component to move the first locking element into the unengaged position.after the second locking element can move into the non-coupling position, as confirmed by the position signal. [10] Clutch and control unit according to claim 7, wherein: the first coupling element further comprises a position sensor designed to generate a position signal indicating whether the first locking element is in the coupling or non-coupling position; and The control unit is operational, ready to receive the position signal, and is further configured, in response to receiving a driving instruction after the locking elements have been moved into the engaged position in response to the parking instruction, to control the first electromechanical component to move the first locking element into the unengaged position, to control the second electromechanical component to hold the second locking element in the engaged position, to check from the position signal that the first electromechanical component has remained stuck in the engaged position, to instruct an increase in torque from an electric motor based on a condition to remove torque from the first locking element so that the first locking element can move into the unengaged position, and to control the second electromechanical component to move the second locking element into the unengaged position.after the first locking element can move into the non-coupling position, as confirmed by the position signal. [11] Clutch and control unit comprising: a controllable coupling unit comprising a first coupling element and a second coupling element rotatably mounted about an axis relative to the first coupling element, wherein the first coupling element has a first coupling front surface oriented so that it is radially opposite the axis and has a speed sensor, the second coupling element has a second coupling front surface oriented so that it is radially opposite the axis and has locking profiles, the coupling elements being arranged relative to each other such that the speed sensor is in a counter-position at close distances to the locking profiles; a first electromechanical component designed to move a first locking element between (i) a coupling position in which the first locking element engages with one of the locking profiles in order to prevent rotation of the second coupling element in a first direction about the axis, and (ii) a non-coupling position in which the first locking element is disengaged from the locking profiles; a second electromechanical component designed to move a second locking element between (i) a coupling position in which the second locking element engages with one of the locking profiles in order to prevent rotation of the second coupling element in a second direction opposite to the first direction about the axis, and (ii) a non-coupling position in which the second locking element is disengaged from the locking profiles; wherein the speed sensor is designed to scan the locking profiles rotating behind the sensor when the second coupling element rotates about the axis relative to the first coupling element, in order to generate a speed signal indicating a rotational speed of the second coupling element; and a control unit, ready to receive the speed signal from the speed sensor, wherein the control unit is configured to control the electromechanical components in response to the receipt of a parking instruction to move the locking elements from the non-clutching position to the clutching position while the rotational speed of the second clutching element is less than a parking speed threshold, and the control unit is further configured to control the electromechanical components, independently of the receipt of the parking instruction, to keep the locking elements in the non-clutching position while the rotational speed of the second clutching element is greater than the parking speed threshold. [12] Clutch and control unit according to claim 11, wherein: the control unit comprises a main control unit, a first cylinder coil control unit connected to the first electromechanical component, and a second cylinder coil control unit connected to the second electromechanical component; wherein the main control unit is configured to provide a control signal to the cylinder coil control units in response to the receipt of the parking instruction, which instructs the cylinder coil control units to move the locking elements from the non-clutching position to the clutching position; the cylinder coil control units are designed to control the electromechanical components in response to the control signal in order to move the locking elements from the non-clutching position to the clutching position while the rotational speed of the second clutch element is less than the parking speed threshold; and The cylinder coil control units are further designed to ignore the control signal in response to the control signal and to keep the locking elements in the non-clutching position while the rotational speed of the second clutch element is greater than the parking speed threshold. [13] Clutch and control unit according to claim 11, wherein: The control unit is further designed to control one of the electromechanical components in order to move the locking element from the non-clutching position to the clutching position in accordance with one of the electromechanical components, and to control the other of the electromechanical components in order to keep the locking element in the non-clutching position in accordance with the other of the electromechanical components, after the rotational speed of the second clutch element has decreased to a level below a threshold value of the hill start speed. [14] Clutch and control unit according to claim 13, wherein: The control unit is further designed to control one of the electromechanical components in order to move the locking element from the clutching position back to the non-clutching position in accordance with one of the electromechanical components, after the rotational speed of the second clutch element subsequently increases so that it is greater than the threshold of the hill start speed. [15] Clutch and control unit according to claim 11, wherein: the first coupling element further comprises a position sensor designed to generate a position signal indicating whether the second locking element is in the coupling or non-coupling position; and The control unit is ready to receive the position signal and is further configured, in response to receiving a reverse instruction, after the locking elements have been moved into the engaged position in response to the parking instruction, to control the first electromechanical component to hold the first locking element in the engaged position, to check from the position signal that the second electromechanical component has remained stuck in the engaged position, to instruct an increase in torque from an electric motor, based on a condition, to remove torque from the second locking element so that the second locking element can move into the unengaged position, and to control the first electromechanical component to move the first locking element into the unengaged position after the second locking element can move into the unengaged position, as confirmed by the position signal. [16] Clutch and control unit according to claim 15, wherein: the first coupling element further comprises a position sensor designed to generate a position signal indicating whether the first locking element is in the coupling or non-coupling position; and The control unit is operational and ready to receive the position signal, and is further configured, in response to the receipt of a driving signal after the locking elements have been moved into the engaged position in response to the parking instruction, to control the first electromechanical component to move the first locking element into the unengaged position, to control the second electromechanical component to hold the second locking element in the engaged position, to check from the position signal that the first electromechanical component has remained stuck in the engaged position, to instruct an increase in torque from an electric motor based on a condition to remove torque from the first locking element so that the first locking element can move into the unengaged position, and to control the second electromechanical component to move the second locking element into the unengaged position.after the first locking element can move into the non-coupling position, as confirmed by the position signal. [17] Method for use with a coupling and control unit comprising (a) a controllable coupling unit with a first coupling element and a second coupling element rotatably mounted about an axis relative to the first coupling element, wherein the first coupling element has a first coupling front surface oriented so that it is radially opposite with respect to the axis and has a speed sensor, the second coupling element has a second coupling front surface oriented so that it is radially opposite with respect to the axis and has locking profiles, the coupling elements being arranged relative to each other such that the speed sensor is in a counter-position at close distances to the locking profiles;(b) a first electromechanical component configured for moving a first locking element between (i) a coupling position in which the first locking element engages with one of the locking profiles in order to prevent rotation of the second coupling element in a first direction about the axis, and (ii) a non-coupling position in which the first locking element is disengaged from the locking profiles; and (c) a second electromechanical component configured for moving a second locking element between (i) a coupling position in which the second locking element engages with one of the locking profiles in order to prevent rotation of the second coupling element in a second direction opposite to the first direction about the axis, and (ii) a non-coupling position in which the second locking element is disengaged from the locking profiles, the method comprising:; Sampling, using the speed sensor, of the locking profiles rotating behind the speed sensor as the second coupling element rotates around the axis relative to the first coupling element, and generating, by the speed sensor, a speed signal indicative of a rotational speed of the second coupling element; Received, by a control unit, the speed signal from the speed sensor; and Control, by the control unit, of one of the electromechanical components to move the locking element corresponding to one of the electromechanical components from the non-clutching position to the clutching position, and control, by the control unit, of the other of the electromechanical components to keep the locking element corresponding to the other of the electromechanical components in the non-clutching position after the rotational speed of the second clutch element has decreased to a level below a threshold of the hill start speed. [18] The method of claim 17, further comprising: Control, by the control unit, of one of the electromechanical components, in order to move the locking element corresponding to one of the electromechanical components from the clutching position back to the non-clutching position, after the rotational speed of the second clutching element subsequently increases so that it is greater than the threshold of the hill start speed. [19] The method of claim 17, further comprising: Control, by the control unit, in response to receiving a parking instruction, the electromechanical components to move the locking elements from the non-engaged position to the engaged position, while the rotational speed of the second engaging element is less than a parking speed threshold; and Control, by the control unit, independently of the receipt of the parking instruction, the electromechanical components, to keep the locking elements in the non-clutching position while the rotational speed of the second clutch element is greater than the parking speed threshold. [20] Method according to claim 17, wherein the first coupling element further comprises first and second position sensors configured to generate first and second position signals indicating whether the first and second locking elements are in the coupling or non-coupling position, the method comprising: The control unit receives the position signals from the position sensors; In response to receiving a reverse instruction, after the locking elements have been moved into the engaged position in response to a parking instruction, the control unit controls the second electromechanical component to move the second locking element into the unengaged position, controls the first electromechanical component to hold the first locking element in the engaged position, checks from the second position signal that the second electromechanical component has remained stuck in the engaged position, instructs an increase in torque from an electric motor, based on a condition, to remove torque from the second locking element so that the second locking element can move into the unengaged position, and controls the first electromechanical component to move the first locking element into the unengaged position after the second locking element can move into the unengaged position.as confirmed by the second position signal; and, In response to receiving a driving instruction, after the locking elements have been moved into the engaged position in response to the parking instruction, the control unit controls the first electromechanical component to move the first locking element into the disengaged position, controls the second electromechanical component to hold the second locking element in the engaged position, checks from the first position signal that the first electromechanical component has remained stuck in the engaged position, instructs an electric motor to increase torque based on a condition, remove torque from the first locking element so that the first locking element can move into the disengaged position, and controls the second electromechanical component to move the second locking element into the disengaged position after the first locking element can move into the disengaged position.as confirmed by the first position signal.

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