CN110067822B

CN110067822B - One-way clutch assembly

Info

Publication number: CN110067822B
Application number: CN201910064464.1A
Authority: CN
Inventors: 阿德里安·乔克; 史蒂芬·扬
Original assignee: Magna Powertrain Inc
Current assignee: Magna Powertrain Inc
Priority date: 2018-01-23
Filing date: 2019-01-23
Publication date: 2022-03-22
Anticipated expiration: 2039-01-23
Also published as: CN110067822A; DE102019200684A1

Abstract

The present disclosure relates to a controllable one-way clutch assembly having an actuator module with a direct acting configuration disposed between a linearly movable actuating member and a pivotally movable locking element of a power operated actuator. In particular, the actuator module is equipped with: a solenoid having an energizable coil assembly; a linearly movable plunger having a tip portion; a strut movable from a released position to a locked position due to engagement with a tip portion of the plunger in response to energization of the coil assembly; and a strut biasing means biasing the strut towards the released position of the strut. In addition, various strut/actuator interface arrangements are provided between the tip of the plunger of the solenoid actuator and the strut to control movement of the strut between the released position of the strut and the locked position of the strut.

Description

One-way clutch assembly

Cross Reference to Related Applications

This application claims priority to U.S. non-provisional application No.16/249,088 filed on 16.1.2019, which claims benefit and priority to U.S. provisional application No.62/620,544 filed on 23.1.2018, the entire disclosure of which is incorporated herein by reference.

Technical Field

The present disclosure relates generally to overrunning motion coupling devices such as one-way clutches or brakes. More particularly, the present disclosure relates to selectable one-way coupling (SOWC) devices and/or electrically controlled one-way coupling (EOWC) devices equipped with an electromagnetic actuator configuration and a direct acting strut actuation configuration.

Background

This section provides background information related to the present disclosure that is not necessarily prior art.

Automatic transmissions provide a plurality of forward and reverse speed ratios, or gear ratios, by selectively actuating one or more clutches and/or brakes to establish a torque transmitting drive connection between a rotating input member and a rotating output member for providing power (i.e., drive torque) from a powertrain to a driveline in a motor vehicle. One type of brake or clutch that is widely used in automatic transmissions is an overrunning coupling device commonly referred to as a one-way clutch (OWC). The one-way clutch operates in a free-wheeling mode when one of the races of the one-way clutch (in a radially coupled configuration) or one of the drive plates of the one-way clutch (in an axially coupled configuration) rotates in a first (i.e., free-wheeling) direction relative to the other race or drive plate. In contrast, a one-way clutch operates in a locked mode when one of the races or one of the drive plates of the one-way clutch attempts to rotate in a second (i.e., locked) direction relative to the other race or drive plate. Typically, a locking member, such as a strut, associated with the one-way clutch is movable between a non-deployed position, in which a free-wheeling mode is established, and a deployed position, in which a locking mode is established. The strut is normally biased towards one of two different positions of the strut by a strut spring. Such conventional one-way clutches do not provide independent control of their operating modes, that is, they are generally referred to as "passive" one-way clutches regardless of whether they are locked or free-wheeling in both directions. Thus, a basic one-way clutch provides a locked mode in one rotational direction and a free-wheeling mode in the opposite direction based on the direction in which drive torque is applied to the input race or drive plate.

However, in modern automatic transmissions there are the following requirements: a "controllable" overrunning kinematic coupling, commonly referred to as a selectable one-way clutch (SOWC) or an electronically controlled one-way clutch (EOWC), may be controlled to provide additional functional modes of operation. In particular, the controllable one-way clutch can also provide a free-wheeling mode in both rotational directions until a command signal (i.e. from the transmission controller) causes the power operated actuator to switch the coupling device into its locked mode by moving the strut to its deployed position. Thus, the controllable one-way clutch is capable of providing a driving connection between the input member and the output member in one or both rotational directions, and is also operable to rotate freely in one or both directions. Also known in modern automatic transmissions are: passive one-way clutches and controllable one-way clutches are incorporated into compound coupling devices commonly referred to as two-way clutches.

In some cases, a controllable one-way clutch installed in an automatic transmission utilizes a hydraulic actuator to selectively actuate an overrunning coupler and switch between available operating modes. Examples of hydraulically actuated conventional controllable one-way clutches are disclosed in U.S. patent nos. 6,290,044, 8,079,453 and 8,491,439. It is also known to use electromechanical actuators having an electronically controlled one-way clutch, one example of which is disclosed in U.S. patent No.8,196,724. As another alternative, many studies have recently been conducted relating to electromagnetic actuators used with electrically controlled one-way clutches, examples of which are disclosed in U.S. patent nos. 8,276,725 and 8,418,825. In many electromagnetic actuators, a rocker-type strut pivots from its non-deployed position to its deployed position in response to energization of a coil assembly. In some such electrically controlled one-way clutches, a "direct" strut actuation configuration is used such that the strut is part of a magnetic circuit and the pivotal movement of the strut is caused by an attractive force applied directly to the strut by energization of the coil assembly. Therefore, there is a need for precise control of the air gap established between the core/pole pieces and the magnetic struts of the coil assembly to provide a robust and reliable locking function. Alternatively, some electronically controlled one-way clutches are equipped with electromagnetic actuators having an "indirect" strut-actuated configuration in which an intermediate component, such as an armature or a connecting rod, is arranged to cause pivotal movement of a non-magnetic strut in response to energization of a coil assembly.

Each strut is mounted in a strut cavity formed in the clutch housing for pivotal movement into a deployed position of the strut in response to energization of the coil assembly. As mentioned above, the strut spring is typically used to bias the strut into its non-deployed position when the coil assembly is de-energized. In many strut-biasing arrangements, the coiled portion of the torsion spring is concentrically mounted on a pivot post that extends outwardly from the strut. A first handle portion of the torsion spring is in contact with the strut while a second handle portion of the torsion spring is in contact with a clutch housing that pivotally supports the strut. When the strut is actuated (i.e., "passively" via centrifugation or "actively" via a power-operated actuator) to move from the non-deployed position of the strut to the deployed position of the strut, the coiled portion of the torsion spring wraps around the pivot post and provides a return torque that opposes the actuation torque exerted on the strut. When strut actuation is no longer required, the torsion spring unwinds and returns the strut to its non-deployed position.

In a controllable one-way clutch configured with a direct strut actuation device, a coil assembly is energized to drive a linearly movable actuation member, commonly referred to as a "plunger", from a retracted position into an extended position, which in turn causes the strut to be driven from its non-deployed position into its deployed position. Thus, the actuating force generated when the coil assembly is energised must be able to overcome the biasing force exerted directly on the strut via the strut spring in addition to the bias applied to the plunger via the internal plunger spring which biases the plunger towards its retracted position. The magnitude of the strut spring biasing force in combination with the magnitude of the plunger spring biasing force affects the overall size and mass of the electromagnetic actuator. In addition, the relative position between the tip of the plunger and the underside surface of the strut must be precisely controlled to most effectively and precisely control the actuation of the strut.

While conventional strut-type one-way clutches used in motor vehicle applications meet all of the requirements, there remains a need to continue to develop improved actuators and strut actuators, particularly direct strut actuators, for use in controllable one-way clutches for addressing and overcoming problems such as those described above, and to advance the function and packaging of the actuators and strut actuators.

Disclosure of Invention

This section provides a general summary of the disclosure, and is not intended to be considered a comprehensive listing of all aspects, features, and objects of the disclosure.

It is an aspect of the present disclosure to provide a controllable one-way clutch assembly suitable for use in a power transmission.

A related aspect provides an actuator module for use with a controllable one-way clutch assembly, the actuator module having a direct actuation configuration disposed between a movable actuation member and a pivotally movable locking element of a power operated actuator.

Another related aspect provides a one-way clutch assembly including a clutch module and an actuator module. The actuator module is mounted to the first clutch member of the clutch module and includes: a solenoid-type actuator having an energizable coil assembly and a linearly movable actuation member; a strut pivotally movable between a released (i.e., non-deployed) position and a locked (i.e., deployed) position relative to a ratchet tooth formed on a second clutch member associated with the clutch module in response to translation of the actuation member between the first (i.e., retracted) position and the second (i.e., extended) position; and a strut biasing means which normally biases the strut towards the released position of the strut.

Another aspect of the present disclosure provides a one-way clutch assembly having an improved strut/actuator engagement interface configured to minimize sliding movement between a tip of a linearly movable actuation component associated with a solenoid-type actuator and an engagement surface associated with a pivotable strut.

Yet another aspect of the present disclosure provides the following one-way clutch assembly: the one-way clutch assembly has: a predetermined spacing or "gap" between the tip of the linearly movable actuation component associated with the solenoid-type actuator and the engagement surface associated with the pivotable strut when the strut is positioned in the release position of the strut by the strut biasing means to provide an alternative strut/actuator engagement interface configuration.

Yet another aspect of the present disclosure provides a one-way clutch assembly having another alternative strut/actuator engagement interface configuration that includes an engagement cam formed on an engagement surface of the strut and engageable with an actuation member of a solenoid-type actuator to vary the behavior of the pivotal movement of the strut between the released position of the strut and the engaged position of the strut.

Yet another aspect of the present disclosure provides a one-way clutch assembly having an actuator module, wherein the solenoid-type actuator includes an internal return spring to bias an actuating member toward a first position of the actuating member, and wherein the actuating member is a linearly movable plunger configured to act on an engagement surface of a strut.

A related aspect of the present disclosure provides a one-way clutch assembly having a strut/actuator engagement interface, wherein a tip of a plunger is displaced a first distance from an engagement surface on a strut when the plunger is positioned in a first position of the plunger and the strut is positioned in a released position of the strut.

Yet another related aspect of the present disclosure provides a one-way clutch assembly having a strut/actuator engagement interface, wherein initial movement of the plunger from a first position toward an intermediate position of the plunger causes a tip of the plunger to engage an engagement surface of the strut and drive the strut from a release position to a locked position of the strut against a bias applied to the strut by a strut biasing member structure.

Yet another related aspect of the present disclosure provides a one-way clutch assembly having a strut/actuator engagement interface, wherein continued movement of the plunger from an intermediate position of the plunger toward a second position of the plunger causes a tip of the plunger to disengage from an engagement surface of the strut in a locked position of the strut such that the tip of the plunger is displaced a second distance from the engagement surface of the strut, and wherein the second distance is greater than the first distance.

Yet another aspect of the present disclosure provides a one-way clutch assembly having a strut/actuator engagement interface, wherein positioning of the plunger at a first position of the plunger defines a first plunger tip position having an angle less than 90 degrees relative to an engagement surface of the strut, wherein positioning of the plunger at an intermediate position of the plunger defines a second plunger tip position at which a tip of the plunger engages the engagement surface of the strut at an angle of 90 degrees relative to the engagement surface of the strut, and wherein positioning of the plunger at a second position of the plunger defines a third plunger tip position having an angle greater than 90 degrees relative to the engagement surface of the strut.

Yet another aspect of the present disclosure provides the following one-way clutch assembly: the one-way clutch assembly includes a cam feature formed on an engagement surface of the strut and interacting with a tip of the plunger to control movement of the strut, and wherein the cam feature is one of concave or convex in shape.

Yet another aspect of the present disclosure provides a one-way clutch assembly having an electromagnetic actuator module that is a solenoid, wherein the solenoid has an internal return spring, and wherein the movable actuator component is a linearly movable plunger that is configured to act on an engagement surface of a strut.

Further areas of applicability of the present disclosure will become apparent from the detailed description, drawings, and specific examples provided hereinafter. It should be understood that the detailed description, drawings, and specific examples, while indicating the preferred embodiment of the disclosure, are intended for purposes of illustration only and are not intended to limit the scope of the disclosure.

Drawings

The drawings described herein are for illustrative purposes only of selected embodiments and are not intended to limit the scope of the present disclosure. The inventive concepts associated with the present disclosure will be more readily understood by reference to the following description, taken with the accompanying drawings, in which:

FIG. 1 is an exploded perspective view of a bi-directional clutch assembly configured to include a passive one-way clutch and a controllable one-way clutch, and FIG. 1A is a cross-sectional view of a clutch assembly similar to the bi-directional clutch assembly shown in FIG. 1;

FIG. 2 is an enlarged, fragmentary view of an actuator module suitable for use with the controllable one-way clutch associated with the bi-directional clutch assembly shown in FIG. 1, the actuator module configured to provide a high inertia load resistance device for resisting hydraulic strut deployment, and FIG. 2 shows the strut in a released (non-deployed) position when the coil assembly is not energized;

FIG. 3 is similar to FIG. 2 but now shows the strut positioned in the locked (deployed) position in response to energization of the coil assembly;

FIG. 4 is also similar to FIG. 2 but shows the inertial load resistance device positively holding the strut in its released position upon application of a radially directed high inertial load;

FIG. 5 is an exploded perspective view of a bi-directional clutch assembly configured to include a modular active strut arrangement for a controllable one-way clutch according to another aspect of the present disclosure;

FIG. 6 shows an alternative embodiment of an actuator module for a one-way clutch with the strut positioned in its locked/deployed position, while FIG. 7 shows the device with the strut now positioned in its released/non-deployed position;

FIGS. 8 and 9 are side cross-sectional views of yet another configuration of an actuator module for a one-way clutch that engages and moves a strut with a movable pole piece from its released/non-deployed position to its locked/deployed position in response to energization of a coil assembly;

FIG. 10 illustrates a solenoid-type actuator associated with an actuator module for use in the controllable one-way clutch assembly of the present disclosure;

11-13 illustrate another form of actuator module for use in the controllable one-way clutch assembly of the present disclosure;

FIGS. 14 and 15 illustrate another form of actuator module for use in the controllable one-way clutch assembly of the present disclosure;

FIG. 16 is a partial cross-sectional view of a controllable one-way clutch having a clutch module and an actuator module and having a strut/plunger engagement interface configuration applying the inventive concepts of the present disclosure;

FIG. 17 is an enlarged partial cross-sectional view of a controllable one-way clutch having an alternative strut/plunger engagement interface configuration to which the presently disclosed inventive concept is applied; and

fig. 18 and 19 illustrate yet another alternative strut/plunger engagement interface configuration to which the inventive concepts of the present disclosure may be applied.

Detailed Description

Example embodiments will now be described more fully with reference to the accompanying drawings. In general, each embodiment relates to an overrunning motion coupling that includes at least a controllable one-way locking device (i.e., brake and/or clutch) having a movable locking component (i.e., wedge, strut, etc.) that is controlled via an electromagnetic actuator. Thus, the controllable one-way locking device mechanically transmits torque, but is actuated via an electric actuation system. However, these exemplary embodiments are provided only so that this disclosure will be thorough and will fully convey the scope to those skilled in the art. Numerous specific details are set forth such as examples of specific components, devices, and methods to provide a thorough understanding of embodiments of the present disclosure. It will be apparent to those skilled in the art that specific details need not be employed, that example embodiments may be embodied in many different forms and that should not be construed as limiting the scope of the disclosure. In some example embodiments, well-known processes, well-known device structures, and well-known technologies are not described in detail.

Referring to FIG. 1, an exemplary embodiment of a bi-directional clutch assembly 20 is generally shown in an exploded view. The bi-directional clutch assembly 20 is of a type suitable for use, for example, in an automatic transmission controlled to actuate a friction clutch assembly. The clutch assembly 20 includes a "controllable" overrunning coupling device commonly referred to as an electronically controlled one-way clutch (EOWC). For the purposes of this application, the term "clutch assembly" should be construed to include clutches, and brakes in which one member is drivingly connected to a torque transmitting member of the transmission and another member is drivingly connected to another torque transmitting member or is non-rotatably fixed to a transmission housing or other stationary member.

As will be detailed, the bi-directional clutch assembly 20 is shown in this non-limiting embodiment to generally include a clutch module having a first clutch member (i.e., outer race) and a second clutch member (i.e., inner race), a passive one-way clutch having a plurality of passive struts, and a controllable one-way clutch having at least one active strut assembly and a power-operated actuator that cumulatively define an actuator module. As described above, the clutch 20 module includes the outer race 22 and the inner race 36. The outer race 22 comprises an outer ring section 24 and an inner ring section 26, the outer ring section 24 and the inner ring section 26 being radially spaced from each other and interconnected via a radial web section 27. The outer ring section 24 includes a plurality of outer lugs 28 that extend radially outward to mate with the first component. The first component may be a stationary component (such as a housing of a transmission) or a rotating component (such as a shaft). The outer ring section 24 also includes a pair of projections 30 extending radially outward. Each of the projections 30 defines a radially extending actuator cavity 32 and a strut cavity 33. It should be understood that more or fewer tabs 30 may be used, and the tabs 30 may be integrally formed with the outer race 22 and rigidly secured to the outer race 22. The inner ring section 26 comprises a plurality of inner ramp surfaces, hereinafter referred to as inner ratchet teeth 34, the inner ratchet teeth 34 extending radially inwardly and being evenly distributed about the axis a. The inner race 36 has an outer edge 38 and an inner edge 40 that are radially spaced from one another. The outer rim 38 is disposed radially between the outer and inner ring sections 24, 26 of the outer race 22, and the inner rim 40 is disposed radially inward from the inner ring section 26 of the outer race 22. The inner rim 40 of the inner race 36 has a plurality of inner lobes 42 that extend radially inward to mate with a second component, typically a rotating component. Typically, the lobes 42 interconnect the shaft or clutch plate for rotation with the inner race 36. Furthermore, the outer rim 38 of the inner race 36 includes a plurality of outer ramp surfaces, hereinafter referred to as outer ratchet teeth 44, the outer ratchet teeth 44 extending radially outwardly and being evenly distributed about the axis a.

The passive one-way clutch includes a plurality of passive locking elements, hereinafter referred to as passive struts 46, the passive struts 46 being supported in strut apertures formed in the inner race 36 for pivotal movement between locked (deployed) and unlocked (non-deployed) positions. In the locked position, at least one of the passive struts 46 engages the inner ratchet 34 of the outer race 22 for coupling the outer race 22 and the inner race 36 to each other during counterclockwise rotation of the inner race 36 relative to the outer race 22. Thus, relative rotation of the outer race 22 and the inner race 36 in the counterclockwise direction is prevented by engagement of one or more of the passive struts 46. However, the passive strut 46 still allows relative rotation in the clockwise direction, i.e. overrunning movement, when positioned in the locked position, because the passive strut 46 is allowed to ratchet over the sloped profile of the internal ratchet 34. In the unlocked position, the passive struts 46 are radially spaced from the inner ratchet teeth 34 of the outer race 22, thus also allowing counterclockwise rotation of the inner race 36 relative to the outer race 22. Although not specifically shown, a strut spring is provided to normally bias the passive strut 46 toward its unlocked position.

In association with the controllable one-way clutch, the actuator module includes a pair of active strut assemblies 48 and a pair of electromagnetic actuators 51. Each active strut assembly 48 is disposed within a corresponding one of the strut lumens 33 formed in the outer ring section 24. Each active strut assembly 48 includes an active locking element, hereinafter active strut 50, which active strut 50 selectively pivots between a locked (deployed) position and an unlocked (non-deployed) position. In the locked position, the drive struts 50 lockingly engage the outer ratchet teeth 44 of the inner race 36, thereby locking the outer and inner races to one another during clockwise movement of the inner race 36 relative to the outer race 22. However, the active strut 50 still allows relative displacement, i.e., overrunning movement, in the counterclockwise direction. In the unlocked position, the drive struts 50 are radially spaced from the outer ratchet 44, allowing the outer race 22 and the inner race 36 to rotate relative to each other. Further, each of the active strut assemblies 48 includes a linking element, shown in this non-limiting example as an armature 60, the armature 60 being positioned adjacent the active strut 50 for controlling the pivotal movement of the active strut 50 in response to actuation of the electromagnetic actuator 51. Thus, active strut assembly 48 defines an "indirect" strut actuation means. However, the active strut assembly 48 may alternatively be configured in a "direct" strut arrangement without the armature 60, such that the electromagnetic actuator 51 directly controls the motion of the active strut 50, such as shown in fig. 1A.

The actuator module associated with the controllable one-way clutch is shown to include a pair of electromagnetic actuators 51, each including a coil assembly 52 mounted in the actuator cavity 32 and radially spaced from the drive strut 50 and armature 60. The coil assembly 52 includes a core 54 made of a magnetically permeable material, a bobbin 56 disposed around the core 54, and a coil 58 wound around the bobbin 56. In addition, an armature 60 is disposed between the active strut 50 and the coil 58 for pivoting toward the core 54 in response to energization of the coil 58, and thus provides pivotal movement of the active strut 50. The armature 60 may be made of a magnetic material so as to be magnetically attracted to the core 54 when the coil 58 is energized, or the armature 60 may be made of a non-magnetic material so as to be mechanically coupled to a movable component (solenoid) in the alternative actuator 51.

In a preferred but non-limiting arrangement, when a voltage and/or current is applied to the coil 58, the coil 58 becomes an electromagnet that generates an electric field (or flux). The flux flows outward in all directions and is transferred through a small air gap between the armature 60 and the core 54 located in the central portion of the coil assembly 52. The core 54 is magnetized, thereby attracting the armature 60 toward the core 54. The resulting motion of the armature 60 forces the drive strut 50 to mechanically deploy due to the mechanical coupling between the drive strut 50 and the armature 60. Upon deployment, the active strut 50 moves from its unlocked position to its locked position where the active strut 50 positions itself against one of the outer ratchets 44 of the inner race 36, effectively locking the inner race 36 against rotation in that direction. The disengagement occurs upon removal of the voltage and/or current from the coil assembly 52, wherein the armature 60 is demagnetized and disengages the coil assembly 52. A strut biasing member, such as a strut return spring (not shown), is positioned between the active strut 50 and the outer race 22 and moves the active strut 50 back to its unlocked position during disengagement.

It should be appreciated that the arrangement of the armature 60, the drive strut 50, and the coil assembly 52 may be used to apply a locking force in a radial direction (as shown in fig. 1) or an axial direction depending on the layout and/or requirements of the clutch assembly 20. The radially stacked clutch assembly 20 provides packaging advantages over its axial counterpart in tight axial spaces, such as in an automatic transmission. Furthermore, the radially applied clutch transfers the drive torque directly outward to contact the ground against the transmission housing without concern for axially directed forces that may cause problems in sizing other system components to compensate for the axial forces.

A lead frame 62 is attached to each of the electromagnetic actuators 51 for electrically connecting the coils 58 to each other for coordinated energization of the coils 58. It should be understood that any number of coils 58 may be connected by the lead frame 62. A Printed Circuit Board (PCB) is attached to the lead frame 62 for selectively controlling energization of the coil 58. The PCB is disposed radially and axially adjacent one of the coils 58. The lead frame 62 also includes at least one power output contact disposed radially and axially adjacent each of the coils 58 for electrical connection to the coils 58 to provide power to the coils 58. Any number of power contacts may be utilized to power any number of coils 58. The lead frame 62 also includes a wiring harness extending from the printed circuit board for connection to a Transmission Control Module (TCM) or Powertrain Control Module (PCM) for transmitting data to and powering the circuit board. Additionally, the lead frame 62 includes a plastic package or housing disposed around the printed circuit board, wires for protecting the printed circuit board, and wires for allowing the lead frame 62 to be submerged in automatic transmission fluid and operate at temperatures of-40 ℃ to +140 ℃. It should be appreciated that the foregoing configuration of the lead frame 62 and associated components provides a low cost modular solution that enables a more simplified manufacturing process.

The voltage applied to coil 58 includes a High Side (HS) and a Low Side (LS), and is supplied by the TCM or PCM of the vehicle. HS is typically a power supply shared with other loads, and LS is typically a discrete channel (LSD) that controls discrete/independent circuits. The LSD can control the amount of current on the coil 58. Since the LSD is typically located in the TCM/PCM, it is desirable to have a wiring harness between the electromagnetic actuator 51 and the TCM/PCM. If the wiring harness is subject to mechanical damage and the discrete LSD channels of electromagnetic actuator 51 are "shorted-chassis grounded," the coil may be energized. Thus, an integrated High Side Fail Safe Switch (HSFSS) is provided to add another level of logic to control the shared HS power supply. The HSFSS includes PCB 64, HS switches (not shown), transistors (not shown), and passive components (not shown). PCB 64, HS switches, transistors and passive components are electrically connected to lead frame 62. It should be appreciated that the configuration of the lead frame 62 protects the integrated electronic components (including HSFSS) and provides improved packaging and reduced routing. Further, it should be understood that modular configurations of lead frame 62 and related components may be used on other clutch assembly configurations, such as on axially engaged clutch assemblies. HSFSS is controlled by OWCC _ HS _ ENABLE which ENABLEs HSFSS to deliver current to coil 58.

Referring now to FIG. 1A, a slightly modified form of the bi-directional clutch assembly 20 of FIG. 1 is now identified with reference numeral 100. Generally, the bi-directional clutch assembly 100 also includes a clutch module and at least one actuator module. However, in this embodiment, a "direct" strut actuation device is provided between the power operated actuator and the active strut. The clutch module includes an outer race 102 that extends annularly about axis a. The outer race 102 has an outer ring section 104 and an inner ring section 106 that are radially spaced from one another. The outer ring section 104 includes a plurality of outer lugs 108 that extend radially outward to mate with the first component. The first component may be a stationary component (such as a housing of a transmission) or a rotating component (such as a shaft). The outer ring section 104 also includes a pair of projections 110 extending radially outward. Each of the projections 110 defines a radially extending actuator cavity 112 and a strut cavity 113. It should be understood that more or fewer tabs 110 may be utilized. The inner ring section 106 has a plurality of ramped inner ratchet teeth 114, the plurality of ramped inner ratchet teeth 114 extending radially inwardly and being evenly distributed about the axis a.

The clutch module of clutch assembly 100 also includes an inner race 116, inner race 116 also extending annularly about axis a. Inner race 116 has an outer rim 118 and an inner rim 120 radially spaced from each other, where outer rim 118 is disposed radially between outer ring section 104 and inner ring section 106 of outer race 102, and inner rim 120 is disposed radially inward from inner ring section 106 of outer race 102. The inner rim 120 of the inner race 116 has a plurality of inner lobes 122 extending radially inward from the inner rim 120 for mating with a second component, typically a rotating component. Furthermore, the outer rim 118 of the inner race 116 has a plurality of inclined outer ratchet teeth 124, which plurality of inclined outer ratchet teeth 124 extend radially outwards and are evenly distributed about the axis a.

The passive one-way clutch associated with the two-way clutch assembly 100 includes six passive struts 126 pivotally supported by the inner race 116. It should be understood that more or fewer passive struts 126 may alternatively be utilized. The passive struts 126 are movable for engaging the internal ratchet teeth 114 on the inner ring section 106 of the outer race 102 to prevent relative displacement of the inner race 116 and the outer race 102 in the counterclockwise direction. However, passive struts 126 allow relative displacement (i.e., overrunning motion) between inner race 116 and outer race 102 in a clockwise direction.

In the controllable one-way clutch associated with the two-way clutch assembly 100, each actuator module includes an active strut assembly 128 and an electromagnetic actuator 133. Each active strut assembly 128 is received in a corresponding one of the strut lumens 113 located in the outer ring segment 104. Each of active strut assemblies 128 includes an active strut 130, active strut 130 selectively pivoting between a locked (deployed) position and an unlocked (non-deployed) position. In the locked position, the drive strut 130 engages the outer ratchet 124 on the inner race 116 to prevent relative displacement of the inner race 102 and the outer race 116 in the clockwise direction. However, the active strut 130 allows relative displacement in the counterclockwise direction. In the unlocked position, the drive struts 130 are radially spaced from the outer ratchet 124, allowing the inner race 116 and the outer race 102 to rotate relative to each other.

As mentioned above, the actuator module of the controllable one-way clutch further comprises an electromagnetic actuator 133. Each electromagnetic actuator 133 is substantially similar to electromagnetic actuator 51, and each electromagnetic actuator 133 includes a coil assembly 52 radially spaced from active strut 130. The coil assembly 52 includes a core 54 made of a magnetically permeable material, a bobbin 56 disposed around the core 54, and a coil 58 wound around the bobbin 56. The active strut 130 is positioned adjacent the coil 58 for pivoting toward the core 54 in response to energization of the coil 58 and thus provides pivotal movement of the active strut 130.

The combination of the active strut 130 and the passive strut 126 provides a bi-directional configuration of the clutch assembly 100 that allows engagement in two opposite directions (clockwise and counterclockwise). It should be understood that the concept is also applicable to axially oriented configurations.

Referring to fig. 2-4, wherein like reference numbers represent corresponding parts throughout the several views, there is generally shown a portion of another embodiment of an electronically controlled one-way clutch assembly 200. The clutch assembly 200 includes a clutch module and at least one actuator module. The clutch module includes an outer race 202 that extends annularly about a central axis (not shown). Further, the clutch module includes an inner race 204, the inner race 204 extending annularly about axis a and disposed radially inward from the outer race 202. Inner race 204 has a plurality of outer ratchet teeth 205 extending radially outward.

Outer race 202 includes a plurality of projections 206, each of the plurality of projections 206 extending radially outward to a back surface 208 and each defining a cavity. Each of the chambers is divided into a strut portion 212, an armature portion 214, and a core portion 216, wherein the core portion 216 is disposed between a strut portion 218 and the armature portion 214. Core portion 216 extends radially outward past leg portion 218 and armature portion 214. Back surface 208 has a pivot track 220, the pivot track 220 extending radially inward from back surface 208 in armature portion 214.

Each actuator module includes an active strut assembly 222 and an electromagnetic actuator 223. One of the active strut assemblies 222 is received in each of the

cavities

212, 214, 216 of the outer race 204. Each of the active strut assemblies 222 includes an armature 226, a strut spring 228, and a strut 218 in this non-limiting "indirect" actuation configuration. Strut 218 includes a base section 230 and a pair of lock arms 232. The locking arm portions 232 each extend from the base section 230 to a locking edge 234. The base section 230 is pivotally arranged in a section of the strut 218 between a locked position and an unlocked position. In the locked position, locking edge 234 engages outboard teeth 205 of inner race 204, and in the unlocked position, locking edge 234 is radially spaced from outboard teeth 205. A strut spring 228 is disposed in the strut portion 212 of the cavity 210, and the strut spring 228 extends between the back surface 208 and the strut 218 for biasing the strut 218 toward its unlocked position.

Each electromagnetic actuator 223 includes a coil assembly 224, the coil assembly 224 having a core 236 made of magnetically permeable material, the core 236 being disposed in the core portion 216 of the cavity 210. Further, at least one coil 238 is disposed in the core portion 216 and wound around the core 236 for concentrating magnetic flux generated by the coil 238 on the core 236.

Armature 226 extends between a first end 240 seated in armature portion 214 and a second end 242, with second end 242 disposed in post portion 212 in engagement with the base of post 218 and disposed between legs 218 of post 218. A first end 240 of the armature 226 is pivotally disposed in the armature portion 214 of the chamber 210 about the pivot track 220 for pivoting radially toward and away from the core 236 in response to energization of the coil 238 between the actuated and non-actuated positions. In the actuated position, the armature 226 is pulled toward the core 236 and the armature 226 drives the strut 218 to the locked position against the bias of the strut spring 228. In the non-actuated position, the armature is spaced from the core 236 and the armature allows the strut spring 228 to bias the strut 218 to its unlocked position. The armature 226 has an upper bend 244 and a lower bend 246 between the first end 240 and the second end 242.

Importantly, particularly when clutch assembly 200 is utilized on an automotive component, strut 218, when energized, engages only outboard teeth 205 of inner race 204. Therefore, resistance to inertial loading (high g-forces in certain directions other than simple gravity) is important to the operation of the clutch assembly 200. The most common method of resisting high inertial loading is to utilize a higher force strut spring 228. Although this method is simple, it has disadvantages. One of the disadvantages is the increased resistance provided by the strut spring 228 during normal operation, which requires an increase in the size and thickness of the armature 226 and/or coil assembly 224 to take advantage of the greater magnetic force. To accommodate such larger components, the cavity 210 may also need to be larger.

As an alternative solution to increasing the size of the armature 226/coil assembly 224, each of the locking arm portions 232 includes a protrusion 248, the protrusions 248 having a generally triangular cross-section extending axially, wherein the protrusions 248 of both locking arm portions 232 extend toward each other. Each of the projections terminates at region 249. Additionally, a shoulder 250 is defined by the upper curved portion 244 of the armature 226 for engagement by a region 249 of the projection 248 of the leg of the strut 218, thereby limiting movement of the strut 218 toward the locking direction. Thus, during application of inertial forces, the modified profile stops upward rotation of strut 218, thus preventing unintended engagement of the outboard teeth of inner race 204.

Fig. 2 shows the non-energized state of the coil 238 with the strut 218 in the unlocked position. Further, fig. 3 shows the energized state of the coil 238 for moving the strut 218 to the locked position. Fig. 4 illustrates a condition in which a high inertial load is applied to the clutch assembly 200 in a radially inward direction (as indicated by arrow 249). In this case, the armature 226 rotates slightly clockwise, however, the strut 218 cannot rotate further counterclockwise due to the obstruction of the shoulder 250 of the armature 226. Thus, the interference between the region 249 of the protrusion 248 and the shoulder 250 of the armature 226 increases the force required to move the strut 218 against the outer teeth of the inner race 204, but does not increase the amount of load required to move the strut 218 by the armature 226/coil assembly 224. It should be appreciated that the protrusion 248 of the load arm 232 and the shoulder 250 of the armature 226 may be utilized on other active strut assembly configurations to resist high inertial loading.

Referring to FIG. 5, another non-limiting embodiment of a controllable bi-directional clutch assembly 500 is generally shown. The clutch assembly 500 includes a clutch module having an outer race 502 and an inner race 512. Outer race 502 extends annularly about axis a. The outer race 502 includes an outer ring 504, the outer ring 504 having a plurality of outer lugs 506, the plurality of outer lugs 506 extending radially outward to mate with the first component. The first component may be a stationary component (such as a housing of a transmission) or a rotating component (such as a shaft). The outer race 502 also has an axial face 508, the axial face 508 having an annular shape extending radially inward from the outer ring 504. A plurality of passive struts 510 are pivotally connected to the axial face 508. Each of the passive struts 510 is engaged with a biasing spring (not shown) for biasing the passive strut 510 toward the inner race 512 to a locked position.

The inner race 512 extends annularly about axis a. Inner race 512 has an outer band 514 and an inner band 516 that are radially spaced from each other on opposite sides of passive strut 510. The inner band 516 of the inner race 512 has a plurality of inner lobes 518, the plurality of inner lobes 518 extending radially inward from the inner band 516 to mate with a second component (typically a rotating component). The inner band 516 of the inner race 512 also has a plurality of passive teeth 520 that extend radially outward from the inner band to be engaged by the passive struts 510 to lock the inner and outer races 512, 502 to one another in response to counterclockwise rotation of the inner race 512 relative to the outer race 502. The outer band 514 of the inner race 512 has a plurality of driving teeth 522 extending radially outward from the outer band and evenly distributed about the axis a.

The plurality of passive struts 510 is pivotable between a locked position and an unlocked position. In the locked position, the passive struts 510 engage the passive teeth 520 of the outer race 502 to connect the outer race 502 and the inner race 512 to each other during counterclockwise rotation of the inner race 512 relative to the outer race 502. Thus, relative displacement of the outer race 502 and the inner race 512 in the counterclockwise direction is prevented by engagement of the passive struts 510, however, the passive struts 510 allow relative displacement in the clockwise direction, i.e., overrunning motion. In the unlocked position, the passive struts 510 are radially spaced from the passive teeth 520 of the outer race 502, thus allowing counterclockwise rotation of the inner race 512 relative to the outer race 502.

A plurality of actuator modules 524 are axially connected to the outer race 502. Each actuator module 524 has a generally arc-shaped housing and includes a base 526 and a pair of flanges 528 extending from the base 526 and located on opposite sides of the base 526. Each actuator module 524 also includes an active strut assembly and an electromagnetic actuator configured to provide a "direct" strut actuation configuration. A fastener 530, such as a bolt, extends through each of the flanges 528 and connects to the outer race 502 for securing the housing of the electromagnetic actuator module 524 to the outer race 502. The actuator modules 524 are arranged in circumferential alignment with one another about axis a.

Coil lumen 532 extends axially into base 526. A coil assembly 534 associated with the electromagnetic actuator is received in each of the coil cavities 532. The coil assembly 534 includes a core 536 made of a magnetically permeable material, a barrel 538 disposed about the core 536, a coil 540 wound about the barrel 538, and a linearly movable actuation member (i.e., a "plunger"). It should be appreciated that the coil assembly 534 may advantageously be easily fitted into the cavity to facilitate installation.

Each of the active strut assemblies includes an active strut 542, the active strut 542 selectively pivoting relative to the housing of the actuator module 524 between a locked position and an unlocked position. In the locked position, the drive struts 542 engage the drive teeth 522 of the inner race 512, thus locking the outer race 502 and the inner race 512 to each other during clockwise movement of the inner race 512 relative to the outer race 502. However, active strut 542 allows relative displacement in a counterclockwise direction, i.e., overrunning motion. In the unlocked position, the drive struts 542 are radially spaced from the outer teeth 520, 522, allowing the inner race 512 and the outer race 502 to rotate relative to each other. A strut spring (not shown) is also associated with each active strut assembly and is configured to normally bias the active strut 542 toward its unlocked position. In operation, energization of the coil assembly 534 moves the plunger from the retracted position to the extended position to forcibly drive the drive strut 542 to move the drive strut from its unlocked position to its locked position. Upon power down, the plunger moves back to its retracted position, which in turn causes the strut spring to forcibly drive the active strut 542 back to its unlocked position.

Thus, it should be appreciated that the modular configuration of the electromagnetic actuator module 524 allows the active strut assembly and the electromagnetic actuator to be manufactured and assembled separately from the remainder of the clutch assembly 500. Further, it should be appreciated that any number of actuator modules 524 may be installed on any given clutch assembly 500 as needed to provide the desired amount of torque. Additionally, it should be appreciated that the actuator module 524 as described herein may be utilized on various other clutch assembly configurations.

Referring now to fig. 6 and 7, an alternative embodiment of an actuator module 704A is disclosed, the actuator module 704A being disclosed for use with a clutch module 702 within a controllable one-way clutch assembly 700A. The arrangement is configured to: a linearly movable actuator output member 740A is employed to move the active strut 736A between its deployed (fig. 6) and non-deployed (fig. 7) positions. As observed, the electromagnetic actuator 734A includes a coil assembly 754A and a movable actuator part or plunger 740A having an actuation flange 850, the actuation flange 850 having an end section 852 that engages a pair of pivot lugs 854, 856 formed on a strut section 782A of the active strut 736A. Arrow 858 represents the movement of the movable plunger 740A to the extended position in response to energization of the coil assembly 754A. This action results in an actuation force, indicated by arrow 860, acting on deployment pivot lug 854 to pivot active strut 736A about pivot post section 780A to its deployed position, where end section 784A of the active strut engages one of the ratchet teeth 722 on inner race 708.

In contrast, fig. 7 illustrates operation of the actuator module 704A when the coil assembly 754A is de-energized. This de-energization causes a return spring, not shown but represented by arrow 862, to move the movable plunger 740A to the retracted position. As a result of retraction of plunger 740A, end section 852 of actuation flange 850 engages return pivot lug 856 on active strut 736A. This action results in a return force, represented by arrow 864, which acts on strut 736A and pivots strut 736A about its pivot post section 780A to its release position. Additionally, end segment 852 continues to engage return pivot lug 856 along force line 864, which acts as a locking interface to mechanically retain strut 736A in its released position and prevent inadvertent deployment of strut 736A when coil assembly 754A is de-energized. Arrow 865 shows a strut spring acting directly on active strut 736A for biasing the active strut toward its released position.

Fig. 8 and 9 illustrate another alternative embodiment of an electromagnetic actuator module 704C, the electromagnetic actuator module 704C configured for use with a clutch module 702C within a one-way clutch assembly 700C. In this arrangement, a "direct acting" actuation arrangement relationship is established between movable pole member or plunger 740C and active strut 736C. Both illustrations show the movable plunger 740C moving to an extended position relative to the fixed pole piece 762C in response to energization of the coil assembly 754C. This movement of plunger 740C, which opposes the bias of the strut spring 880, serves to forcibly pivot active strut 736C to its locked position (shown) until end portion 784C of the active strut engages one of the ratchet teeth 722 on inner race 708. The magnetic field generated when coil assembly 754C is energized is amplified by the shortened form of fixed pole piece 762C, which results in an increase in the engagement force on strut 736C when the strut engages ratchet 722. Once the coil assembly 754C is deactivated, the strut 736C returns to its released position due to the biasing force applied thereto via the strut spring 880.

Referring now to FIG. 10, another alternative embodiment of an actuator module 704D is shown, the actuator module 704D configured for use with a clutch module 702D within a controllable one-way clutch 700D. This arrangement is intended to provide improved strut movement and actuation forces by enabling a simpler strut geometry that pivots only about the load bearing region. Strut actuation is provided by a pull-type solenoid actuator 734D having a linear plunger 740D with a stroke sufficient to ensure that the strut 736D is fully pivoted between its released/undeployed and locked/deployed positions. A biasing spring within solenoid actuator 734D is used to return strut 736D to the release position of the strut after solenoid actuator 734D is deactivated. The device also employs a support rod 736D with a modified locking tip profile adapted to interact with the ratchet teeth on the inner race. If strut 736D is not positioned deep enough in the valley, the modified locking tip profile serves to repel the strut out of engagement. The depth of the strut position in the valley depends on the spring force and the relative velocity between strut 736D and the inner race.

Fig. 10 illustrates the actuator module 704D as including a solenoid actuator 734D having an axially movable actuation member or plunger 740D. The end 890 of the plunger 740D is fixed to the first leg 894 of the active strut 736D via a hinge joint coupling 892, the first leg 894 extending outwardly from a pivot post section 780D, the pivot post section 780D being pivotally supported by the outer race 706D. Second leg 896 of strut 736D defines a modified tip 898. The spring 900 acts between the solenoid housing and the plunger 740D. Actuation of solenoid 734D, in contrast to spring 900, serves to retract (pull in) plunger 740D for pivoting of strut 736D to the illustrated strut locked position. Arrow 781 schematically represents a strut return spring, which is discussed in more detail below to provide the anti-tilt feature of strut 736D.

Referring now to fig. 11-13, yet another alternative embodiment for an actuator module 704F is shown, the actuator module 704F being configured for use with a clutch module 702F within a controllable one-way clutch 700F. Such an arrangement may be useful when a pull-type solenoid (e.g., pull-type solenoid actuator 734D shown in fig. 10) cannot be packaged. This arrangement employs an electromagnetic actuator 734F that includes a coil assembly 754F having a linearly movable plunger 740F (i.e., a push solenoid), the linearly movable plunger 740F extending radially outward from the inner race 708 and the outer race 706F of the clutch module 702F to move the drive strut 736F between its deployed position (fig. 11) and non-deployed position (fig. 12) in response to energization of the coil assembly 754F. As observed, linearly moveable plunger 740F has an end section 1000 for engagement with strut section 782F of active strut 736F. Movement of the linearly movable plunger 740F to the extended position (fig. 11) results in an actuating force being exerted on the lower side strut section 782F to pivot the active strut 736F about the pivot strut section 780F to its deployed position, wherein the end section 784F of the active strut engages one of the ratchet teeth 722 on the inner race 708.

Fig. 12 illustrates the operation of the electromagnetic actuator module 704F when the coil assembly 754F is de-energized. This de-energizing allows active strut 736F to pivot about pivot post section 780F to its non-deployed position, wherein end section 784F of the active strut disengages from ratchet teeth 722 on inner race 708.

As best shown in fig. 13, the active strut 736F defines a spring cavity 1002, the spring cavity 1002 having a circular portion 1004 disposed in the pivot post section 780F and a handle retention portion 1006 extending from the circular portion into the strut section 782F. Disposed within spring cavity 1002 is a torsion-type strut spring 1008 having a pair of handles, one of which extends into handle retaining portion 1006 of spring cavity 1002 and the other of which is wound in a groove (not shown) formed in outer race 706F. The angle formed between the groove in the outer race 706F and the shank retaining portion 1006 ensures a preload that can be adjusted for different inputs. In this way, linearly movable plunger 740F (fig. 11 and 12) and active strut 736F need only make contact in the direction of engagement (i.e., move active strut 736F to its deployed position). Active strut 736F returns to its collapsed or non-deployed position under the spring action of its torsion-type spring 1008. The linearly movable plunger 740F returns to its de-energized or disengaged position under the force of its own internal spring (not shown).

Referring to fig. 14 and 15, another alternative form of actuator module 704G is shown, the actuator module 704G being configured for use with a clutch module 702G within a controllable clutch 700G. In this variation, the electromagnetic actuator 734G includes a coil assembly 754G having a linearly movable plunger 740G that extends axially from an outer race 706G of the clutch module 702G to move the drive strut 736G between its deployed position (fig. 14) and a non-deployed position (not shown) in response to energization of the coil assembly 754G. Active strut 736G defines plunger ramp 1100 (fig. 15) formed on the side surface of strut section 782G. The linearly movable plunger 740G has an end section 1102, the end section 1102 being configured for engaging the plunger ramp 1100 of the strut section 782G. Movement of the linearly movable plunger 740G from the retracted position to the extended position causes an actuation force to be exerted on the plunger ramp 1100 of the strut section 782G to pivot the active strut 736G about the pivot strut section 780G from its non-deployed position to its deployed position in which the end section 784G of the active strut engages one of the ratchet teeth 722G on the inner race 708G. Since plunger ramp 1100 of strut section 782G is sloped or angled (i.e., includes suitable sloped planar features), linear movement of plunger 740G to its extended position causes end section 1102 to engage plunger ramp 1100 and displace active strut 736G about pivot post section 780G. Linearly movable plunger 740G is strategically positioned relative to the hard stop, non-deployed position of active strut 736G. Due to plunger ramp 1100, linearly movable plunger 740G wedges itself between the housing (i.e., outer race 706G) and active strut 736G to rotate active strut 736G out of its undeployed position and into its deployed position. A torsion-type spring (e.g., torsion-type spring 1008 shown in fig. 13) disposed in the spring cavity 1104 of the active strut 736G drives the strut 736G back to its undeployed position when the linearly movable plunger 740G is retracted (when the coil assembly 754G is de-energized).

All of the various controllable one-way clutches previously described include an active strut pivotally supported in a housing or clutch member for movement between a retracted (i.e., non-deployed) position and an extended (i.e., deployed) position relative to a ratchet tooth formed on another clutch member of the clutch module. In each case, the active strut is biased towards its non-deployed position by a strut spring and an engagement interface is established between an engagement surface on the strut and a linearly movable actuation member of the electromagnetic actuator. The following detailed description is directed to improvements and refinements in the interface between the strut engagement surface and the movable actuation member of the electromagnetic actuator.

Referring now to fig. 16, an alternative strut/actuator interface configuration for actuating/releasing engagement between the active strut 130 and the linearly movable actuating component (i.e., plunger) 162 of the electromagnetic actuator 164, and the portion of the controllable one-way clutch 101 that includes the first clutch member 102 of the clutch module (or the housing of the actuator module that is fixed to the first clutch member 102) will now be described. In addition to the first clutch member 102, the clutch module is shown to include a second clutch member or inner race 103 having ratchet teeth 105. A strut spring 150 may be provided to engage the active strut 130 and return the active strut 130 to the non-deployed position. The strut spring 150 may be at least partially disposed within the active strut 150 (or hidden by the active strut 150). Plunger 162 is shown retracted when active strut 130 is in its non-deployed position, i.e., latching edge 123 of active strut 130 is disengaged from ratchet 105. Plunger 162 is also shown (in phantom) as extending when active strut 130 is in its deployed position, i.e., when latching edge 123 of active strut 130 engages one of ratchet teeth 105. The interaction between tip 163 of plunger 162 and engagement surface 121 of active strut 130 is configured to reduce sliding movement between tip 163 of plunger 162 and engagement surface 121 of active strut 130. In particular, the engagement portion 115 of the strut 130 includes an inner face surface 119, an engagement surface 121, and a terminal end surface 123, the terminal end surface 123 being configured to releasably engage ratchet teeth (not shown) formed on an inner race (not shown) of the clutch module. Since plunger tip 163 moves linearly as active strut 130 pivots through an arc, sliding motion may be minimized. Positioning plunger 162 relative to active strut 130 such that: when active strut 130 is rolled away (locked away) in its undeployed position, the angle between axis "a" of plunger 162 and engagement surface 121 of active strut 130 is less than 90 ° (see angle "Z"). In addition, this angle between the axis "a" of the plunger and the engagement surface 121 of the active strut 130 (see angle "Y") is also less than 90 ° when the active strut 130 is in its deployed position. In other words, the 90 ° angle between plunger 162 and engagement surface 121 on active strut 130 occurs at an intermediate position within the pivot strut travel range. In this manner, relative friction between plunger tip 163 and engagement surface 121 on active strut 130 is minimized.

Fig. 17 is a partial enlarged view of fig. 16 in general, fig. 17 being provided to better illustrate: yet another alternative strut/actuator interface configuration between plunger tip 163 and engagement surface 121 when active strut 130 is in its undeployed position via strut spring 150, and plunger 162 is fully retracted when actuator 164 is de-energized (an internal return spring acting on plunger 162 urges plunger 162 to its fully retracted position). Specifically, a clearance or "gap" 170 is established between the engagement surface 121 and the plunger tip 163. The gap 170 ensures that the solenoid actuator 164 can initiate movement of the plunger 162 from its fully retracted position when the size of the gap 170 is at a maximum and therefore when the actuation force is at a minimum due to conventional solenoid designs. Thus, the only force that needs to be overcome is the plunger return force exerted on the plunger via the internal solenoid plunger return spring, rather than the biasing force of the strut spring 150. As can be seen, when the solenoid actuator 164 initiates movement of the plunger 162, the gap 170 rapidly decreases as the actuation force increases exponentially. The plunger tip 163 engages the engagement surface 121 only when the actuation force is large enough to overcome the additional resistance force exerted by the strut spring 150. It should be noted that the clearance feature may be applicable to any type of strut and strut spring design. The gap 170 also makes assembly of the solenoid actuator 164 to the clutch member/housing 102 easier, allowing for smaller part size and tolerance limitations since constant contact of the plunger tip 163 with the strut surface 121 of the active strut 130 is not required.

Fig. 18 and 19 illustrate yet another alternative to a strut/actuator interface configuration that can control or variably change the motion of the active strut 130 by using a solenoid plunger 162 in conjunction with a camming arrangement (feature) associated with the engagement surface 121. In particular, fig. 18 shows a convex camming feature 180 formed on the engagement surface 121, while fig. 19 shows a concave camming feature 190 formed in the engagement surface 121. The convex camming feature 180 will cause the strut engagement to slow as the plunger 162 moves toward the side of the convex feature 180 following initial contact by the plunger 162 immediately following the increased rate of engagement. In contrast, the concave camming feature 190 will cause the strut to engage faster following initial contact by the plunger 162 immediately following a slower rate of engagement as the plunger 162 moves toward the side of the concave feature 190. The characteristics and size, depth, height, slope, etc. of these camming features (180, 190) may be used to adjust the behavior of the strut to engage and disengage by changing their positioning relative to the plunger 162.

The male feature 180 or the female feature 190 may be disposed on the engagement surface 121 at various locations relative to the axis "a" of the plunger 162. For example, but not by way of limitation, male feature 180 or female feature 190 may be disposed off axis "a", such as near or far from inner race 103. By positioning either the convex feature 180 or the concave feature 190 off axis "a," the movement of the engagement surface 121 (and the active strut 130) may be adjusted or "tuned". Additionally and alternatively, it should be understood that the engagement surface 121 may include additional features that are not concave or convex, and that the illustrated embodiments are merely exemplary. For example, the male feature 180 or the female feature 190 may be configured as a ramp, a series of steps, or any other geometry to engage the plunger 162.

The plunger 162 may be disposed at an angle relative to the axis "a" and the plunger 162 is shown in fig. 16-19. For example, and without limitation, the plunger 162 (and solenoid actuator 164) may be disposed at an angle relative to an axis "a" that coincides with the axis "a" (i.e., the center of rotation of the clutch assembly 20) as shown in fig. 1 and 1A. Additionally and alternatively, the plunger 162 may be disposed at an angle other than any of the axes "a" as shown in fig. 1 and 1A and 16-19.

The plunger tip 163 may also be configured to have other geometries than the exemplary half circle (i.e., hemisphere) shown in two dimensions in fig. 16-19. For example, but not by way of limitation, plunger tip 163 may be configured with a flat surface to engage with engagement surface 121. Additionally and alternatively, the plunger tip 163 may be configured with a concave surface to engage with, for example, a concave feature 190, or the plunger tip 163 may be configured with a convex surface to engage with a concave feature 180. Plunger tip 163 may be configured with a pointed tip to engage with a recess in engagement surface 121.

The foregoing description of various embodiments has been presented for the purposes of illustration and description. The foregoing description is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. The various elements or features of a particular embodiment may also be varied in a number of ways. Such variations are not to be regarded as a departure from the disclosure, and all such modifications are intended to be included within the scope of the disclosure.

Claims

1. A one-way clutch assembly comprising:

a clutch module having a first clutch member and a second clutch member and having a ratchet, the second clutch member disposed for rotation relative to the first clutch member; and

an actuator module having a direct strut actuation configuration disposed between a linearly movable actuation member and a pivotally movable strut of a solenoid-type actuator mounted to the first clutch member of the clutch module, wherein the solenoid-type actuator has an energizable coil assembly and the linearly movable actuation member, the strut is pivotally movable between a non-deployed position and a deployed position relative to the ratchet teeth formed on the second clutch member of the clutch module in response to translation of the actuation member between a retracted position and an extended position, and a strut biasing device biasing the strut toward the non-deployed position of the strut,

wherein the direct strut actuation configuration includes a strut/actuator engagement interface configured to minimize sliding movement between a tip of the linearly movable actuation component associated with the solenoid-type actuator and an engagement surface on the pivoting strut,

wherein the strut/actuator engagement interface comprises: a predetermined spacing between the tip of the linearly movable actuation component associated with the solenoid-type actuator and the engagement surface of the pivotable strut when the strut is positioned in the non-deployed position of the strut by the strut biasing device to provide the strut/actuator engagement interface configuration.

2. The one-way clutch assembly of claim 1, wherein the solenoid-type actuator of the actuator module includes an internal return spring configured to bias the linearly movable actuation member toward the retracted position of the linearly movable actuation member, and wherein the linearly movable actuation member is a plunger configured to act on the engagement surface of the strut.

3. The one-way clutch assembly of claim 2, wherein the tip of the plunger is displaced a first distance from the engagement surface on the strut when the plunger is positioned in the retracted position of the plunger and the strut is positioned in the non-deployed position of the strut.

4. The one-way clutch assembly of claim 3, wherein initial movement of the plunger from the retracted position of the plunger toward an intermediate position causes the tip of the plunger to engage the engagement surface of the strut and drive the strut from the non-deployed position of the strut to the deployed position of the strut against the bias applied to the strut by the strut biasing device.

5. The one-way clutch assembly of claim 4, wherein continued movement of the plunger from the intermediate position of the plunger toward the extended position of the plunger causes the tip of the plunger to disengage from the engagement surface of the strut in the deployed position of the strut such that the tip of the plunger is displaced a second distance from the engagement surface of the strut, and wherein the second distance is greater than the first distance.

6. The one-way clutch assembly of claim 5, wherein the positioning of the plunger in the retracted position of the plunger defines a plunger tip position at an angle of less than 90 degrees relative to the engagement surface of the strut, wherein the positioning of the plunger in the intermediate position of the plunger causes the tip of the plunger to engage the engagement surface of the strut at an angle of 90 degrees relative to the engagement surface of the strut, and wherein the positioning of the plunger in the extended position of the plunger defines a plunger tip position having an angle of greater than 90 degrees relative to the engagement surface of the strut.

7. The one-way clutch assembly of claim 4, wherein continued movement of the plunger from the intermediate position to the extended position of the plunger causes the tip of the plunger to disengage from the engagement surface of the strut, and wherein the tip of the plunger is displaced a second distance from the engagement surface of the strut.

8. The one-way clutch assembly of claim 7, wherein the retracted position defines a plunger tip position having an angle of less than 90 degrees relative to the engagement surface of the strut, wherein at the intermediate position the tip of the plunger engages the engagement surface of the strut at a 90 degree angle relative to the engagement surface of the strut, and wherein the extended position defines a plunger tip position having an angle of greater than 90 degrees relative to the engagement surface of the strut.

9. A one-way clutch assembly comprising:

an actuator module having a direct strut actuation configuration disposed between a linearly movable actuation member and a pivotally movable strut of a power operated actuator, the actuator module being mounted to the first clutch member of the clutch module and including the power operated actuator, the power operated actuator having an energizable coil assembly and the linearly movable actuation member, the strut being pivotally movable between a non-deployed position and a deployed position relative to the ratchet teeth formed on the second clutch member of the clutch module in response to translation of the actuation member between a retracted position and an extended position, and a strut biasing device biasing the strut toward the non-deployed position of the strut,

wherein the direct strut actuation configuration includes a strut/actuator engagement interface having an engagement cam formed on the engagement surface of the strut and engageable with a tip portion of the actuation member to alter the behavior of pivotal movement of the strut between the non-deployed position of the strut and the deployed position of the strut.

10. The one-way clutch assembly of claim 9, wherein the strut/actuator engagement interface comprises: a predetermined spacing between the tip portion of the linearly movable actuation member associated with the power operated actuator and the engagement surface of the strut when the strut is positioned in the non-deployed position of the strut by the strut biasing device to provide the strut/actuator engagement interface configuration.

11. The one-way clutch assembly of claim 9, wherein the powered actuator of the actuator module is a solenoid actuator having an internal return spring, and wherein the actuating member is a linearly movable plunger configured to act on an engagement surface of the strut.

12. The one-way clutch assembly of claim 11, wherein the tip portion of the plunger is displaced a first distance from the engagement surface on the strut when the plunger is positioned in the retracted position of the plunger and the strut is positioned in the non-deployed position of the strut.

13. The one-way clutch assembly of claim 12, wherein initial movement of the plunger from the retracted position to an intermediate position of the plunger causes the tip portion of the plunger to engage the engagement surface of the strut and drive the strut from the non-deployed position of the strut to the deployed position of the strut against the bias applied to the strut by the strut biasing device.

14. The one-way clutch assembly of claim 13, wherein continued movement of the plunger from the intermediate position of the plunger toward the extended position of the plunger causes the tip portion of the plunger to disengage from the engagement surface of the strut in the deployed position of the strut such that the tip portion of the plunger is displaced a second distance from the engagement surface of the strut.

15. The one-way clutch assembly of claim 14, wherein the second distance is greater than the first distance.

16. The one-way clutch assembly of claim 14, wherein positioning of the plunger in the retracted position of the plunger defines a plunger tip position having an angle of less than 90 degrees relative to the engagement surface of the strut, wherein positioning of the plunger in the intermediate position of the plunger causes the tip portion of the plunger to engage the engagement surface of the strut at a 90 degree angle relative to the engagement surface of the strut, and wherein positioning of the plunger in the extended position of the plunger defines a plunger tip position having an angle of greater than 90 degrees relative to the engagement surface of the strut.

17. The one-way clutch assembly of claim 13, wherein a second movement of the plunger from the intermediate position of the plunger to the extended position of the plunger causes the tip portion of the plunger to disengage from the engagement surface of the strut, wherein the tip portion of the plunger is displaced a second distance from the engagement surface of the strut, and wherein the second distance is greater than the first distance.

18. A one-way clutch assembly comprising:

wherein the direct strut actuation configuration includes a strut/actuator engagement interface configured to minimize sliding movement between a tip of the linearly movable actuation component associated with the solenoid-type actuator and an engagement surface on the pivoting strut, and

wherein the linearly movable actuation member is disposed at a 90 degree angle relative to the engagement surface at an intermediate position of the strut between the deployed position and the non-deployed position.