Electromagnetically shiftable positive engagement clutch

Abstract

To provide an electromagnetically shiftable positive engagement clutch which minimizes costs and an installation space.SOLUTION: A positive engagement clutch (10) includes: a shift sleeve (18) which is linearly displaceable between an engagement position and a disengagement position; and clutch bodies (14, 16) aligned coaxially with a shaft. For adjustment of the shift sleeve (18) along the shaft, the positive engagement clutch includes a stator (20) having energized drive coils (22, 24). In the engagement position, there is a positive engagement between the shift sleeve (18) and the clutch bodies (14, 16) and thus a rotary connection occurs between the shaft and the clutch bodies (14, 16). In addition, the positive engagement clutch includes a differential transformer sensor (38) having coils and an electronic module (44) and configured to detect the engagement position of the shift sleeve (18) by means of the coils. Here, the electronic module (44) converts output signals of the coils into direct current signals.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] FIELD OF THE INVENTION The present invention relates to an electromagnetically shiftable, positively engaging clutch. [Background technology]

[0002] The term "electromagnetically shiftable, actively engaging clutch" means that the clutch is electromagnetically actuated. When the clutch is closed, torque transfer occurs through active engagement. Examples of actively engaging clutches include tooth clutches and dog clutches.

[0003] Clutches are typically used when it is necessary to temporarily transfer torque from one shaft to another coaxially positioned shaft without permanently connecting the two shafts. A distinction is made here between frictional engagement clutches and active engagement clutches. As already mentioned, the present invention is limited to active engagement clutches.

[0004] Positively engaging clutches often use a displaceable shift sleeve with teeth that engage corresponding teeth on the drive clutch body, thereby creating a positive engagement and allowing torque to be transferred from one shaft to the other.

[0005] The prior art discloses electromagnetic clutches in which a coil exerts a magnetic force on a shift sleeve to adjust the shift sleeve, and in these clutches, the shift sleeve can be moved in opposite directions from a disengaged position to engage different axially spaced clutch bodies.

[0006] To make the most of the operating process of an electronically controlled clutch, the exact position of the shift sleeve must be known at all times. For each control command sent to an electromagnetically shiftable, actively engaged clutch, the current shift state must first be analyzed so that the control unit can query the position of the shift sleeve at any time.

[0007] In the prior art, the shift state or engagement position of the shift sleeve is determined by indirect measurements such as the current state of the stator and the speed of the connected shaft.

[0008] Alternatively, the sensor can be integrated into the housing of the positively engaging clutch, but this also involves indirect measurements, which are made by means of an additional actuating part, such as a displaceable part, in particular a disc connected to the shift sleeve.

[0009] It is also possible to use a switch to detect the end position of the shift sleeve, i.e., the engaged position of the shift sleeve, in which case the switch is actuated by a dedicated, separate actuating element attached to the shift sleeve when the shift sleeve is in the engaged position.

[0010] Instead of a switch, a displacement measurement system could also be used, which is also actuated by an additional component. DISCLOSURE OF THE INVENTION [Problem to be solved by the invention]

[0011] Thus, the methods known in the prior art for detecting the position of the shift sleeve are characterized by indirect measurements and require additional components, making it impossible to directly and accurately detect the actual clutch engagement position and always requiring additional components.

[0012] Additionally, the position of the shift sleeve is typically sensed axially, increasing the installation space required for a positive engagement clutch.

[0013] Furthermore, the additional parts and installation space required increase the manufacturing costs of active clutches.

[0014] Furthermore, these measurement techniques often require precise calibration of the sensor to the measurement point, which is usually very complex and expensive.

[0015] It is therefore an object of the present invention to make it possible to directly detect the position of the shift sleeve without the need for additional components, while keeping costs and installation space as low as possible. [Means for solving the problem]

[0016] This object is achieved by an electromagnetically shiftable active engagement clutch according to the present invention. The active engagement clutch includes a shift sleeve arranged on a shaft for integral rotation and linearly displaceable along the shaft between a clutch-engaged position and a clutch-released position, and at least one clutch body arranged coaxially with the shaft. To adjust the shift sleeve along the shaft, the active engagement clutch includes a stator having at least one energized drive coil. In the clutch-engaged position, an active engagement is formed between the shift sleeve and the clutch body, thereby forming a rotational connection between the shaft and the clutch body. The active engagement clutch further includes a differential transformer sensor having a coil and an electronic module, where the differential transformer sensor is configured to detect the engagement position of the shift sleeve using the coil. The electronic module is configured to convert an output signal of the coil into a DC signal. In other words, by incorporating a sensor based on the differential transformer principle into the electromagnetically shiftable active engagement clutch, the engagement position of the shift sleeve can be directly detected via the coil of the differential transformer without using any separate moving parts. The signal converted by the electronic module is passed to a control unit, which can detect and process the position of the shift sleeve based on the signal. In this way, the position of the shift sleeve is detected by direct measurement using a differential transformer sensor, which reduces the number of additional components required and therefore the installation space. Furthermore, the differential transformer sensor is a widely used sensor that does not significantly increase the cost of the active engagement clutch.

[0017] A differential transformer sensor, also known as a linear variable differential transformer (LVDT), is an electromechanical displacement sensor. It is therefore an analog sensor for displacement detection, and its resolution is primarily limited by the electronics connected to it.

[0018] Therefore, the basic idea of ​​the present invention is to directly detect the engagement position of the shift sleeve using a differential transformer sensor, avoiding additional parts.

[0019] According to one embodiment, the differential transformer sensor has one primary coil and two secondary coils, with the primary coil positioned between them. Therefore, the differential transformer sensor has only three coils, which keeps costs low. Preferably, the secondary coils are equidistant from the primary coil and connected in series in opposite phase to avoid offsets.

[0020] The differential transformer sensor also typically includes an armature, which in a positive engagement clutch is provided by a shift sleeve made of a magnetically soft material.

[0021] Alternatively, if the shift sleeve is indirectly displaced by an armature, the armature may be constructed of a magnetically soft material and function as the armature of a differential transformer sensor.

[0022] A constant AC current is supplied to the primary coil of the differential transformer to detect the position of the shift sleeve. When the clutch is disengaged, the shift sleeve is positioned in the middle of the two secondary coils, so no signal is output from the differential transformer sensor.

[0023] However, as the shift sleeve moves, a current is induced in the secondary coil based on the position of the shift sleeve, and the output voltage between the two secondary coils can be measured. The phase of the induced voltage depends on the direction of movement of the shift sleeve, and the amplitude changes with the displacement of the shift sleeve.

[0024] The output signal of the secondary coil is also an AC signal due to the AC excitation signal, so it can be converted into a DC signal by the electronic module for further processing.

[0025] As already mentioned, according to one embodiment, the shift sleeve can also be adjusted indirectly by the armature, where the position of the armature is detected by a differential transformer sensor and the position of the armature indicates the position of the shift sleeve.

[0026] According to a preferred embodiment, the coil is a planar coil disposed on a coil circuit board. By using a planar coil, only the circuit board needs to be installed in the active engagement clutch, thereby significantly reducing installation space. When a planar coil is used, the primary coil is a rectangular coil.

[0027] The electronic module can be located on a separate electronic circuit board or on the coil circuit board. The option of using a separate electronic circuit board or locating the electronic module on the coil circuit board provides a wide range of options for locating the differential transformer sensor within the active engagement clutch. Therefore, the exact design of the differential transformer sensor depends on the available installation space within the active engagement clutch. The placement of the differential transformer sensor can be flexible because it can be split between the coil circuit board and the electronic circuit board.

[0028] In one embodiment, the electronic module is disposed on a separate electronic circuit board, the coil circuit board is disposed between the at least one drive coil and the shift sleeve, and the electronic circuit board is disposed radially outward of the at least one drive coil, thereby providing spatial separation between the coil circuit board and the electronic circuit board, thereby reducing the installation space required for installing the differential transformer sensor between the shift sleeve and the drive coil.

[0029] The coil circuit board and electronic circuit board can be connected to each other by a cable that runs across the drive coil. This allows the output signal from the electronic module to be converted into a DC signal and transmitted. By routing the cable horizontally, there is no need to modify the structure of the active engagement clutch itself, making repairs and retrofitting easy.

[0030] Instead of a cable connecting two circuit boards together, a 3D circuit board can also be used, which is a rigid-flex printed circuit board with the necessary wiring built into the connections.

[0031] In one embodiment, the active engagement clutch includes two differential transformer sensors positioned offset from one another in the circumferential direction. Because each sensor can only detect the position of the shift sleeve at its assigned measurement point, the differential transformer sensors cannot be used to detect tilt of the shift sleeve. However, using two differential transformer sensors can determine whether the shift sleeve is tilted due to fitting clearance and / or gravity, thereby preventing erroneous measurement results. Furthermore, potential misalignment, or tilt, of the shift sleeve can be corrected as quickly as possible.

[0032] Preferably, the two differential transformer sensors are offset by 180 degrees from each other, so that the maximum difference between the positions of the shift sleeve can be detected, especially in the event of tilt.

[0033] The differential transformer sensor may be disposed within a sensor housing, which may be fixed to the transmission housing or the stator, particularly the stator housing. The location of the sensor housing depends on the configuration of the active engagement clutch and can be selected according to the available installation space, as long as the differential transformer sensor is disposed radially outward along the circumference of the shift sleeve.

[0034] What is important here is that the differential transformer sensor can be connected via a cable and / or plug to supply AC current to the primary coil and transmit the output signal of the secondary coil which is converted by the electronic module.

[0035] According to one embodiment, the electromagnetically shiftable active engagement clutch is connected to a control unit, which is in particular connected to an electronic module of a differential transformer sensor for signal transmission. Here, the electronic module is configured to transmit the position of the shift sleeve detected by the coil device to the control unit via a converted DC signal. The control unit is, in turn, configured to control the clutch engagement process based on the position of the shift sleeve. In this way, it is ensured that the clutch engagement process proceeds as smoothly as possible and that defects, such as coil tilt, are corrected as quickly as possible. [Brief explanation of the drawings]

[0036] [Figure 1] FIG. 1 is a perspective view of an electromagnetically shiftable active engagement clutch according to a first embodiment of the present invention. [Figure 2] FIG. 2 is a detailed cross-sectional view of a stator and a switching sleeve of an active engagement clutch according to a second embodiment. [Figure 3] FIG. 3 is a schematic diagram of a coil circuit board used in the present invention. [Figure 4] FIG. 4 is a perspective view of two differential transformer sensors connected together. DETAILED DESCRIPTION OF THE INVENTION

[0037] Further advantages and features of the present invention will become apparent from the following description and by reference to the accompanying drawings, in which Figure 1 illustrates an electromagnetically shiftable, actively engageable clutch 10. The actively engageable clutch 10 shown here is an electromagnetic toothed clutch having radially inwardly and radially outwardly projecting, interlocking teeth.

[0038] Generally, a positively engaging clutch 10 is understood to refer to a clutch that is held in an engaged position by a positive engagement, typically maintained by teeth.

[0039] The active engagement clutch 10 includes a shaft 12, a first clutch body 14, a second clutch body 16, a shift sleeve 18 and a stator 20 therebetween.

[0040] 2, the stator 20 houses a first energizable drive coil 22 and a second energizable drive coil 24 disposed adjacent thereto. The stator 20 further includes a steel stator housing 26, which, together with the drive coils 22 and 24, forms an electromagnet.

[0041] By energizing the drive coils 22, 24, a shift force can be generated.

[0042] The clutch bodies 14, 16 are axially spaced apart and each is coaxially disposed with the shaft 12. This is apparent from the illustration in FIG.

[0043] Each clutch body 14, 16 has internal teeth 28.

[0044] A shift sleeve 18 is mounted on shaft 12 for rotation therewith. The shift sleeve 18 is linearly displaceable along shaft 12 between a first clutch-engaged position, a second clutch-engaged position, and a clutch-released position, also referred to as a neutral position, located between the clutch-engaged positions. The various engagement positions are described in more detail below.

[0045] In this embodiment, the shift sleeve 18 is directly displaced. That is, when the drive coils 22, 24 are energized, the magnetic field generated by the drive coils 22, 24 exerts a force on the shift sleeve 18, thereby displacing the shift sleeve 18 in the axial direction.

[0046] Therefore, the shift sleeve 18 is made from a magnetically soft metal.

[0047] However, it is also conceivable that the shift sleeve 18 is displaced indirectly by the armature. In this case, the shift sleeve 18 can be made of any material, but the armature connected thereto must be made of a magnetically soft material so that it can be displaced by the magnetic field generated by the drive coils 22, 24.

[0048] It is also contemplated that the stator 20 may include only one drive coil 22, 24, in which case the shift sleeve 18 may only be displaced between the clutch-engaged and clutch-disengaged positions. That is, the active engagement clutch 10 includes only one clutch body 14, 16.

[0049] In the embodiment shown in FIG. 1, the shaft 12 has external teeth 30 between the clutch bodies 14, 16 that permanently engage internal teeth 32 on the shift sleeve 18.

[0050] The shift sleeve 18 has first and second teeth 34 and 36 formed as external teeth on opposite end faces thereof, which are used for torque-transmitting engagement with the internal teeth 28 of the clutch bodies 14 and 16 to transmit torque between the shift sleeve 18 and the clutch bodies 14 and 16 when the shift sleeve 18 is in the clutch-engaged position.

[0051] The first toothing 34 and the second toothing 36 are in particular annular toothings having teeth facing radially inward and radially outward.

[0052] As an alternative to the embodiment of the positively engageable clutch 10 shown in FIG. 1, the two clutch bodies 14, 16 may have external teeth that engage with internal teeth on the shift sleeve 18, as shown in FIG.

[0053] In this case, the function of the positive engagement clutch 10 remains unchanged.

[0054] The only difference is that the shift sleeve 18 has internal toothing which also serves to engage with the external toothing of one of the two clutch bodies 14, 16 in torque transmitting engagement.

[0055] In this embodiment of the positively engageable clutch 10, the teeth may also have the form of circumferential ring teeth and / or may have an undercut in the direction of the clutch engagement position.

[0056] As can be seen particularly in the embodiment shown in FIG. 2, the active engagement clutch 10 further includes a differential transformer sensor 38 . In particular, the differential transformer sensor 38 is a linear variable differential transformer (LVDT), which is an analog electromechanical displacement sensor.

[0057] The differential transformer sensor 38 can be used to detect the engagement position of the shift sleeve 18 and pass it on to the control unit 40. The control unit 40 can control the engagement process based on the engagement position of the shift sleeve 18.

[0058] The differential transformer sensor 38 includes a coil 42 for detecting the position of the shift sleeve 18 and an electronic module 44 that is coupled to the control unit 40 in terms of signal transmission and converts the output signal of the coil 42 into a DC signal and passes it to the control unit 40.

[0059] In particular, as shown in FIG. 3, the differential transformer sensor 38 includes one primary coil 46 and two secondary coils 48 .

[0060] In order to make the differential transformer sensor 38 as small as possible and minimize installation space, the coil 42 is preferably a planar coil disposed on a coil circuit board 50 shown in FIG.

[0061] 3 shows an example of such a coil circuit board 50. Here, it can be seen that the primary coil 46 corresponds to an outer rectangular coil, and the secondary coil 48 is disposed within this outer rectangular primary coil 46. Here, the secondary coil 48 has a sine or cosine wave shape.

[0062] The secondary coils 48 are connected in series in antiphase.

[0063] In the illustrated embodiment, the electronic modules 44 are disposed on separate electronic circuit boards 52 .

[0064] However, the electronic module 44 may also be located on the coil circuit board 50 .

[0065] As shown in particular in FIG. 2, the coil circuit board 50 is disposed radially between the shift sleeve 18 and the drive coils 22, 24, and the electronic circuit board 52 is disposed radially outward of the drive coils 22, 24.

[0066] A cable 54 extends laterally through one of the drive coils 22, 24 to connect the coil circuit board 50 and the electronic circuit board 52.

[0067] By splitting the differential transformer sensor 38 onto the coil circuit board 50 and the electronic circuit board 52, the differential transformer sensor 38 can be installed in the most space-saving manner possible on the active engagement clutch 10. Furthermore, this allows for more placement options than if the electronic module 44 were placed on the coil circuit board 50, which would require the coil circuit board 50 to be correspondingly larger.

[0068] The differential transformer sensor 38 is disposed within a sensor housing 56 to protect the electronics module 44 and coil 42 .

[0069] In some embodiments of the differential transformer sensor 38, there are two sensor housings 56: one for the coil circuit board 50 and one for the electronic circuit board.

[0070] Alternatively, the differential transformer sensor 38 can be formed by a 3D circuit board connected to each other via electrical and signal lines.

[0071] The differential transformer sensor 38 is preferably rigidly fixed to the stator 20. This means that the differential transformer sensor 38 does not move, even during the engagement process.

[0072] Alternatively, the differential transformer sensor 38 may be fixed within a transformer housing (not shown) of the positively engage clutch 10 .

[0073] To enable position to be determined by the differential transformer sensor 38, an armature that is movable relative to the coil 42 is required. In a positively engage clutch 10, the shift sleeve 18 itself functions as the armature 58 of the differential transformer sensor 38, and therefore the shift sleeve 18 is preferably made from a magnetically soft material.

[0074] In measurements using the differential transformer sensor 38, an AC voltage is applied to the primary coil 46. As the armature 58 (in this case the shift sleeve 18) is displaced, a current is induced in the secondary coil 48 and an output signal is received by the electronic module 44.

[0075] Because an AC current is applied to the primary coil 46, the output signal of the secondary coil 48 is also an AC signal, which must first be converted to a DC signal by the electronic module 44 so that it can be processed by the control unit 40.

[0076] The output signal of the secondary coil 48 depends on the displacement direction and the clutch control stroke, so that the exact position of the shift sleeve 18 can be determined based on the output signal.

[0077] In particular, the displacement direction defines the phase of the output signal, and the clutch control stroke defines the amplitude of the output signal.

[0078] The engagement process of the active engagement clutch 10 will now be described.

[0079] 2 shows the active engagement clutch 10 in a neutral position with the shift sleeve 18 in a disengaged position. The active engagement clutch 10 shown in this exemplary embodiment is referred to as a "normally open" clutch. In the disengaged position, the shift sleeve 18 is centered between the two drive coils 22, 24, as shown in FIG. 2.

[0080] Similarly, the shift sleeve 18 is centrally located below the coil circuit board 50 and is centrally located above the secondary coils 48 of the differential transformer sensor 38. Therefore, energizing the primary coil 46 does not produce an output signal in the two secondary coils 48.

[0081] For example, when the active engagement clutch 10 is shifted by energizing the first drive coil 22, a magnetic force acts on the shift sleeve 18, causing the shift sleeve 18 to displace, for example, toward the first clutch body 14.

[0082] When the second drive coil 24 is energized instead of the first drive coil 22, a magnetic force also acts on the shift sleeve 18. However, as a result, when the shift sleeve 18 is displaced, the first teeth 34 of the shift sleeve 18 mesh with the internal teeth 28 of the first clutch body 14.

[0083] When the shift sleeve 18 is displaced, initially the first teeth 34 of the shift sleeve 18 come into contact with the front surface of the first clutch body 14, but continue to contact the front surface of the first clutch body 14 until the internal teeth 28 of the first clutch body 14 and the first teeth 34 of the shift sleeve 18 mesh together.Then, the shift sleeve 18 meshes with the internal teeth 28 of the first clutch body 14 until the internal teeth 28 of the first clutch body 14 and the first teeth 34 of the shift sleeve 18 mesh together.

[0084] When the shift sleeve 18 overlaps the first clutch body 14, the shape of the internal teeth 28 of the first clutch body 14 causes the shift sleeve 18 to be further drawn toward the first clutch body 14. Specifically, this can be achieved by configuring the internal teeth 28 of the clutch bodies 14, 16 and the first teeth 34 of the shift sleeve 18 to include undercuts in a direction toward the clutch engagement position, and by configuring torque transmission between the shaft 12 or shift sleeve 18 and the clutch bodies 14, 16 to generate a force on the shift sleeve 18 in a direction toward the clutch engagement position.

[0085] Clutch-controlled movement of the shift sleeve 18 is limited toward the clutch-engaged position by the shift sleeve 18 abutting the first clutch body 14 .

[0086] As mentioned above, the shift sleeve 18 functions as the magnetically conductive armature 58 of the differential transformer sensor 38 .

[0087] When either of the drive coils 22, 24 is energized and the shift sleeve 18 is displaced, an AC current is induced in the secondary coil 48.

[0088] The AC signal is converted to a DC signal by the electronic module 44 and sent to the control unit 40 .

[0089] For the transmission of DC signals, the electronic module 44 is signal-connected to the control unit 40 .

[0090] Based on the phase and amplitude of the output signal, the exact engagement position of the shift sleeve 18 can be determined, where the phase depends on the direction of movement and the amplitude depends on the amount of displacement.

[0091] To disengage the active engagement clutch 10, the second drive coil 24 is energized, causing the shift sleeve 18 to move again in the disengagement direction, particularly until the differential transformer sensor 38 detects this position and outputs a corresponding signal.

[0092] This opposite movement of the shift sleeve 18 also induces a current in the secondary coil 48. However, the phase of the output signal does not change and the amplitude decreases upon transition from the first clutch engaged position to the clutch released position.

[0093] To return the shift sleeve 18 to the clutch disengaged position, the drive coil 24 is de-energized, so that both drive coils 22, 24 are de-energized, and the shift sleeve 18 returns to its initial position.

[0094] For this return of the shift sleeve 18, a spring element (not shown), in particular a wave spring, can be provided which is preloaded towards the clutch disengagement position.

[0095] With such spring elements, the magnetic force exerted by the drive coils 22, 24 must be greater than the spring force to bias the shift sleeve 18 toward one of the clutch engagement positions.

[0096] By energizing the second drive coil 24, the shift sleeve 18 can similarly be engaged with the second clutch body 16 because energizing the other drive coil 22, 24 displaces the shift sleeve 18 in the opposite direction.

[0097] The shift sleeve 18 can be displaced not only directly as described above, but also indirectly. When the shift sleeve 18 is displaced indirectly by an armature, the armature is made of a magnetically soft metal and functions as the magnetically conductive armature 58 of the differential transformer sensor 38.

[0098] As shown schematically in the embodiment shown in FIG. 4, the actively engaging clutch 10 may also include two differential transformer sensors 38.

[0099] Here, the two differential transformer sensors 38 are arranged offset from each other in the circumferential direction of the shift sleeve 18. In other words, they are arranged at different positions on the shift sleeve 18.

[0100] Preferably, the two differential transformer sensors 38 are circumferentially offset from each other by an angle of 180 degrees.

[0101] The two differential transformer sensors 38 are connected to each other by a cable 60, which may allow the differential transformer sensors 38 to be coupled to each other, particularly with regard to signal transmission.

[0102] This allows alternatively using only one electronics module 44 for both differential transformer sensors 38, or providing a dedicated electronics module for each sensor 38 with two electronic circuit boards 52 and surrounding sensor housing 56, as shown in Figure 4. Sensor housing 56 is mounted within or to stator housing 26, as shown in Figure 1.

[0103] Alternatively, for signal transmission, each differential transformer sensor 38 can be individually connected to the controller 40 and each electronic module 44 can transmit the converted DC signal of the coil 42 to the controller 40 .

[0104] The use of two differential transformer sensors 38 allows the coil 42 to detect the tilt or inclination of the shift sleeve 18 in addition to the engagement position of the shift sleeve 18, as the differential transformer sensors 38 detect different positions of the shift sleeve 18.

[0105] Therefore, the control unit 40 can immediately output an appropriate signal to correct the tilt position of the shift sleeve 18, thereby ensuring optimal engagement of the active engagement clutch 10.

Claims

1. a shift sleeve (18) disposed on the shaft (12) for rotation therewith and linearly displaceable along the shaft (12) between a clutch-engaged position and a clutch-released position; At least one clutch body (14, 16) arranged coaxially with the shaft (12); a stator (20) having at least one energizable drive coil (22, 24) for adjusting the shift sleeve (18) along the shaft (12); a differential transformer sensor (38) having a coil (42) and an electronic module (44); Equipped with In a clutch engaged position, there is active engagement between the shift sleeve (18) and the clutch body (14, 16), thereby creating a rotational connection between the shaft (12) and the clutch body (14, 16); The differential transformer sensor (38) is configured to detect a clutch engagement position of the shift sleeve (18) by the coil (42), and the electronic module (44) is configured to convert an output signal of the coil (42) into a DC signal. An electromagnetically shiftable, positive engagement clutch (10).

2. 2. The electromagnetically shiftable, active engagement clutch (10) of claim 1, wherein said coil (42) comprises one primary coil (46) and two secondary coils (48).

3. 3. The electromagnetically shiftable active engagement clutch (10) of claim 1 or 2, wherein the coil (42) is a planar coil disposed on a coil circuit board (50).

4. 4. The electromagnetically shiftable active engagement clutch (10) of claim 3, wherein the electronic module (44) is disposed on a separate electronic circuit board (52) or is also disposed on the coil circuit board (50).

5. 5. The electromagnetically shiftable active engagement clutch of claim 4, wherein the electronic module is disposed on a separate electronic circuit board, the coil circuit board is disposed between at least one of the drive coils and the shift sleeve, and the electronic circuit board is disposed radially outward of the at least one drive coil.

6. 6. The electromagnetically shiftable active engagement clutch (10) of claim 4 or 5, wherein the coil circuit board (50) and the electronic circuit board (52) are connected to each other by a cable (54), the cable (54) extending across the drive coils (22, 24).

7. 6. An electromagnetically shiftable, active engagement clutch (10) according to any one of claims 1 to 5, characterized in that it comprises two differential transformer sensors (38) arranged offset from one another in the circumferential direction.

8. 8. The electromagnetically shiftable, active engagement clutch (10) of claim 7, wherein said two differential transformer sensors (38) are offset from each other by 180 degrees.

9. 9. The electromagnetically shiftable active engagement clutch (10) of claim 1, wherein the differential transformer sensor (38) is disposed within a sensor housing (56), and the sensor housing (56) is fixed within a transmission housing or fixed to the stator (20).

10. The electronic module (44) of the differential transformer sensor (38) is connected to a control unit (40) in terms of signal transmission; 10. The electromagnetically shiftable active engagement clutch (10) of claim 1, wherein the electronic module (44) is configured to transmit the position of the shift sleeve (18) detected by the coil (42) to the control unit (40) by a converted DC signal, and the control unit (40) is configured to control the clutch engagement process based on the position of the shift sleeve (18).

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