KR102564284B1 - Electromagnetic coil system and methods - Google Patents

Abstract

Methods and systems for operating an electromagnetic coil assembly are provided. As one example, a method includes translating an electromagnetic coil of an electromagnetic coil assembly toward an armature along a central axis of the electromagnetic coil assembly while maintaining a magnetic armature fixed along the central axis of the electromagnetic coil assembly in response to excitation of the electromagnetic coil of the electromagnetic coil assembly. Include steps. Electromagnetic coil assemblies may be utilized in a variety of clutching, braking or lever applications.

Description

Electromagnetic coil system and methods {ELECTROMAGNETIC COIL SYSTEM AND METHODS}

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims claims filed on April 23, 2014, US Provisional Patent Application No. 61/983,388 "Electromagnetic Pulse Disconnect System and Methods" and US Provisional Patent Application No. 62/051,858 filed September 17, 2014 "Electromagnetic Continuation-In-Part of U.S. Patent Application Serial No. 14/686,057, filed on April 14, 2015, claiming priority to "Electromagnetic Pulse Disconnect System and Methods", hereby The entire contents of each of these are hereby incorporated by reference for all purposes.

This application generally relates to electromagnetic coil assemblies and related systems for engaging and disengaging two rotating components of a vehicle.

Various applications may require that motion of rotating or translational components be quickly resisted or generated with a minimum of energy. In one example, the axles and rotating shafts of a drivetrain of a vehicle can drive the vehicle into a two-wheel drive mode (eg, a 4x2 mode) or a four-wheel drive mode (eg, a 4x4 mode). They can be connected or disconnected to shift. Specifically, vehicles may use disengagement assemblies having a movable clutch to connect or disconnect two rotatable components, such as two shafts. Separation assemblies may be disposed in various areas of a vehicle's drivetrain, including being disposed at wheel ends, on one or more axles, or along one of the drive shafts. Through the use of separate systems, vehicles can become more versatile by having the ability to switch between different drive modes depending on driving conditions and operator wishes.

In some powertrain separation systems, a vacuum induced from the vehicle engine is used as a motive or actuating force to power the separation system. In particular, separation system actuators may be powered by vacuum. In many systems, a vacuum is induced through a passage from the engine's intake manifold of gasoline fuel. Because of this, the vacuum level, or amount of force or pressure available from the vacuum, can change as engine throttle settings change with engine load. For many engine systems, the vacuum level (the amount of pressure available) may be limited or change due to the effects of altitude. Moreover, temperature changes can also cause pressure fluctuations in the vacuum level, thereby causing fluctuations in the movement of the separation actuator, which in turn causes separation components such as diaphragm and clutch components. may cause unwanted movement of them. Additionally, it may not be easy to use a vacuum in some vehicles because various vehicle subsystems may not be powered by a vacuum or the vehicle may have to replace engine intake connections such as vacuum lines to improve engine control and performance. Because it can be designed to eliminate it. Finally, powertrain separation systems powered by vacuum are becoming less and less desirable as vehicle design advances further. Accordingly, there is a need for powertrain separation systems powered by sources other than vacuum and feature designs conducive to modern vehicle systems. The inventors herein have recognized these problems and have developed various methods to address them.

Additionally, in other applications, such as other clutching or braking systems, motion may need to be resisted or generated quickly. In one example, electromagnetic coils may be used in wet plate clutches or locking differentials. In these systems, the coil is stationary and upon energization of the coil, an armature is attracted and translated towards the coil. The movement of the armature causes a desired motion that can then be clutched against other components. Typically, there is always an air gap between the coil and the armature which creates a very high energy demand to cause the desired motion through the armature. This results in higher and potentially lower energy usage for the electromagnetic coil assembly components over time.

1. US Registered Patent Publication 2014-0190781 (“ELECTROMAGNETIC AXLE DISCONNECT SYSTEM”, Publication Date 2014.07.10) 2. US Registered Patent Publication 2015-0260239 (“CONTROL DEVICE FOR ELECTROMAGNETIC CLUTCH”, Publication Date 2015.09.17.)

An object of the present invention is to solve the above problems.

Therefore, in one example, the above problems can be addressed at least in part by a method of operating an electromagnetic coil assembly, the method comprising: a center of an electromagnetic coil assembly in response to energization of an electromagnetic coil of the electromagnetic coil assembly. and translating the electromagnetic coil toward the magnetic armature along the axis while maintaining the armature fixed along the axis. As the coil translates toward the armature, the air gap between the coil and armature is reduced. Therefore, by translating the coil to fill the air gap, less energy is required to clutch the coil with respect to the other armature and therefore less energy is required to cause movement of the armature or of the secondary mechanisms coupled with the armature. may be needed Moreover, by translating the coil towards the armature while keeping the armature fixed along its central axis, more precise axial movement of the assembly components can be achieved.

The above Summary is provided to introduce a selection of concepts in a simplified form that are further described in the Detailed Description. It is not intended to identify key or essential features of the claimed subject matter, the scope of which is inherently defined by the claims that follow the Detailed Description. Moreover, claimed subject matter is not limited to implementations that solve any of the disadvantages noted above or in any part of the present invention.

1 shows a simplified powertrain of a vehicle according to the present invention;
2 shows a cross-section of an assembled view of an electromagnetic pulse separation assembly;
3 shows an assembled view of an electromagnetic pulse separation assembly;
4 shows an exploded view of an electromagnetic pulse separation assembly;
5 shows views of the electromagnetic pulse separation assembly while in a 4x2 position;
6 shows views of the electromagnetic pulse separation assembly while at the end of the shift position;
7 shows views of the electromagnetic pulse separation assembly while in a 4x4 position;
8 shows a schematic diagram of a latching track of an electromagnetic pulse separation assembly;
Fig. 9 shows a graph of the relationship between the shifting position of an electromagnetic pulse separation assembly, the magnetic flux density of the assembly and the position sensor output.
10 and 11 show a method for general operation of the electromagnetic pulse separation assembly of FIGS. 2-8.
12-16 show different embodiments of a central electromagnetic pulse separator positioned along an axle of a vehicle;
Fig. 17 shows an external view of a first embodiment of a central electromagnetic pulse separator adapted to be positioned along an axle of a vehicle;
18 shows an exploded view of a central electromagnetic pulse separator;
Fig. 19 shows a cross-sectional view of a central electromagnetic pulse separator;
Figure 20 shows the orientation of the position sensor assembly for different shift positions of the central electromagnetic isolation unit.
21 to 23 show a second embodiment of a central electromagnetic pulse separator having a single continuous housing;
24 shows a third embodiment of a central electromagnetic pulse separator in a single continuous housing;
Fig. 25 shows a schematic diagram of an electromagnetic coil system;
26 shows a schematic diagram of one embodiment of an electromagnetic coil of an electromagnetic coil system.

The detailed description that follows provides information regarding electromagnetic coils used in various applications. For example, electromagnetic coils may be utilized in brake assemblies (eg, momentary brakes), wet plate clutch applications, or electromagnetic pulse separation assemblies. 25-16 show example embodiments of an electromagnetic coil system used in various clutching or braking applications. In one example, the electromagnetic coil shown in FIG. 25 or 26 may be utilized in an electromagnetic pulse separation assembly. Electromagnetic pulse separation assemblies may be used to selectively couple rotating components of a vehicle. An example embodiment of a vehicle powertrain including an engine, transmission, various axles and shafts and wheels for providing motive power to a vehicle is shown in FIG. 1 . One embodiment of an electromagnetic pulse separation assembly operated by discrete electrical pulses is shown in FIGS. 2-3 , which may be used by the powertrain of FIG. 1 . An exploded view of an electromagnetic pulse disconnect (EMPD) assembly is shown in FIG. 4 and includes an electromagnetic coil, an armature cam assembly interfacing with a shifter, and two adjacent rotating components (e.g., a shaft). Various components of the EMPD assembly are shown, including a clutch ring that selectively engages (such as axles or axles). Accordingly, the EMPD assembly can move the clutch ring to a 4x4 position where the two rotating components are rotatably coupled to each other and to a 4x2 position where the two rotating components are not rotatably coupled to each other. 5-7 show cross-sectional and assembled views of an electromagnetic pulse separation assembly at different shift positions (eg, 4x2, end of shift, and 4x4 positions). The EMPD assembly may further include a latching system to hold the assembly in a selected shift position without requiring the electromagnetic coil to remain energized. In this way, the coil can be energized only when moving from one shift position to another. An example latching mechanism of a latching system is shown in FIG. 8 . The EMPD assembly may further include a magnetic position sensor assembly to determine the shift position of the assembly. 9 shows an example graph of the relationship between the shifting position and the output of the magnetic position sensor. 10 and 11 show a flow diagram of a method of operating an electromagnetic isolation assembly according to commanded shift modes (eg positions). Electromagnetic pulse separation assemblies can be placed at various locations along a vehicle drivetrain (such as the drivetrain shown in FIG. 1). For example, the EMPD assembly can be positioned proximate to a wheel end (eg, as a wheel end divider) and/or positioned on a front or rear axle (eg, as a center divider). Examples of various arrangements of a central EMPD assembly along a front or rear axle are shown in FIGS. 12-16 . Although the internal components of an EMPD assembly may be substantially the same between the center and wheel end dividers, the external housings (eg, casings) of the assembly may be modified to accommodate a particular location along the drivetrain. can One embodiment of a central electromagnetic pulse separation assembly is shown in FIGS. 17-24.

Turning first to FIG. 25 , an example of an electromagnetic coil system 10 is shown. 25 shows a side view 2500, a top view 2525, and a front view 2550 of the electromagnetic coil system 10. As introduced above, electromagnetic coils may be used in a variety of braking or clutching systems such as momentary brakes, wet plate clutch applications, assembly line levers and drivetrain disengagement systems. The electromagnetic coil system 10 includes an electromagnetic coil assembly 12 that can trigger actuation of braking, disengagement or clutch applications. The coil assembly 12 (also generally referred to herein as an electromagnetic coil) includes a coil core 11 , an electromagnetic coil 9 , a coil return spring 20 and a contact assembly 13 . For example, electromagnetic coil assembly 12 may be excited and de-energized by a controller. Specifically, the electromagnetic coil assembly 12 includes a contact assembly 13 that provides an electrical connection between the coil 9 and the controller. Specifically, the terminals 15 of the contact assembly may electrically couple the coil 9 to the controller. As such, signals can be sent from the controller to the coil 9 to excite or de-excite the coil 9 based on actuation signals received at the controller.

As shown in FIG. 25 , an air gap 17 exists between the coil assembly 12 and the armature 14 before the coil assembly 12 is operated. The armature 14 is a static component in the axial direction 16, while the coil assembly 12 is adapted to translate in the axial direction. The armature 14 is coupled to the shaft 18. Specifically, the annular armature 14 is positioned within the annular slot 19 of the shaft 18. As such, the armature 14 can rotate about the shaft 18 within the slot 19, but the slot 19 restricts the movement of the armature 14 in the axial direction 16. Upon actuation (eg, energization) of coil 9, coil assembly 12 translates onto armature 14 and makes direct contact (eg, clutches) on the armature. In this manner, the coil assembly 12 moves in the axial direction 16 while the armature 14 does not move in the axial direction. The magnetic attraction between coil assembly 12 and armature 14 is highest when these two components are in contact with each other and no air gap exists between coil assembly 12 and armature 14 . As coil assembly 12 moves toward armature 14, magnetic forces increase exponentially as coil assembly 12 and armature 14 get closer to each other. The coil energy required depends on the amount of air gap between the two parts, the separation forces and the desired effect of the armature and/or electromagnetic coil. By having a small air gap and a light breakaway spring, the energy required to do work and the size of the coil can be reduced. If the desired effect results from coil translation, once the coil assembly contacts the armature, the current supplied to the coil can be reduced to maintain its contact position because the air gap between the coil and armature forces to zero. because it is the highest If the desired effect originates from the armature, the high normal force created when the air gap is zero and created by using friction or mechanical properties can cause the armature to slow or stop its motion, which may be rotating. there is. Restriction of armature motion may be a desired effect or may cause a secondary mechanism to occur, such as a ramping mechanism by which the armature is coupled (as described further below with respect to electromagnetic pulse separation assemblies). When the desired effect is complete, the coil assembly is de-energized and moved away from the armature via spring(s), magnets or again some other means allowing free movement of the armature. For example, FIG. 25 shows coil return spring 20 positioned between housing 21 and coil assembly 12 of an electromagnetic coil system. As shown in Fig. 25, the coil return spring 20 is an annular spring. This allows the coil size and energy used to run the coil to be reduced, since the desired effect occurs when the air gap between the coil and the armature is near or zero, where the magnetic forces are highest.

26 shows one example of a second embodiment of an electromagnetic coil assembly (also generally referred to herein as an electromagnetic coil). Specifically, FIG. 26 shows a side view 2600 and a front view 2650 of the electromagnetic coil assembly 30 . Coil assembly 30 includes electromagnetic coil 32 and can be used in an electromagnetic coil system such as electromagnetic coil system 10 of FIG. 25 . Accordingly, coil assembly 30 may be used in place of coil assembly 12 in an electromagnetic coil system. As shown in FIG. 26 , the coil assembly 30 includes an electromagnetic coil 32 , a coil core 34 and legs 35 to 37 . Each of the legs 35 to 37 includes a separate spring 38 . The second leg 36 and the third leg 37 serve as terminals of the coil assembly 30 . In one example, the second and third legs 36 and 37 may be referred to as the contact assembly of the coil assembly 30, where the contact assembly is adapted to be electrically coupled with the controller. Accordingly, each spring in the second leg 36 and the third leg 37 is electrically coupled to the coil 32 and the corresponding controller terminal. For example, the spring in leg 36 is the positive electrical connection to coil 32 and the spring in leg 37 is the electrical ground of coil 32 . In other words, the controller terminal mates with and is directly connected to each of the springs of legs 36 and 37 . As shown in FIG. 26 , each of the springs 38 of the second and third legs 36 and 37 may be soldered or welded to a corresponding controller terminal as shown at 40 . Each of the springs of legs 36 and 37 are also integrally coupled to coil 32 . Accordingly, the springs in legs 36 and 37 serve to electrically connect coil 32 to the respective controller terminals for actuation of the coil assembly, as discussed above with reference to FIG. 25 . The first leg 35 also includes a separate spring 38, but the spring of the first leg 35 is not electrically coupled to the coil 32 and the controller terminals. All three springs of the three legs 35 to 37 together serve as coil return springs of the coil assembly and function similarly to coil return spring 20 in FIG. 25 . However, in this example, each of the springs is linear instead of annular. These three individual springs 38 of individual legs 35-37 balance the return force to the coil assembly 30 by distributing the legs 35-37 around the circumference of the coil assembly 30. provides For example, the second and third legs 36 and 37 provide electrical connections and spring return forces, while the first leg 35 is the second and third legs 36 and 37 It provides additional spring force to balance the forces of the springs. In this way, the three legs 35-37 provide both a return spring force and an electrical connection to the coil assembly 30. Specifically, the second and third legs 36 and 37 incorporate both coil electrical connections (eg terminals) and coil return springs into one piece. Although three legs are shown in FIG. 26, in alternative embodiments, coil assembly 30 may include additional non-electrically coupled legs, similar to first leg 35, for additional balancing of the coil return spring force. can include

Because electromagnets are quick to excite and generate a magnetic field to do their intended work, electromagnets are widely used across many applications. As described further below with reference to FIGS. 1-14 , in an electromagnetic pulse disconnect (EMPD) device, an armature attached to a cam is only allowed to rotate and a coil is only allowed to move in translation. Since the armature rotates and its function is to rotate with the other components while resisting the ramping forces, the armature is limited in translation relative to the thrust washer or bearing and translates into a stationary coil. cannot be moved By allowing the coil to translate into the armature when energized, this allows the cam to actuate when the coil is clutched onto the armature. Decelerating or stopping armature rotation causes the actuator to ramp up and translate based on its cam features. Translational movement moves the clutch ring that connects/disconnects the two shafts for its desired effect. The EMPD assembly will be described in more detail with reference to FIGS. 1-24 below.

With respect to terminology used throughout this detailed description, vehicle operation in which only two wheels are powered by an engine may be referred to as two-wheel drive or 2WD or 4x2. The corresponding position of the electromagnetic pulse separator may be referred to as a 4x2 position. Alternatively, vehicle operation in which all four wheels are powered from the engine may be referred to as four-wheel drive or 4WD or 4x4. The corresponding position of the electromagnetic pulse separator may be referred to as a 4x4 position. In other examples, four-wheel drive may be referred to interchangeably as all-wheel drive (AWD), where normally unpowered wheels may be powered during certain conditions. To achieve shifting between 4WD and 2WD, the electromagnetic pulse separator may selectively engage the two rotating components. In some embodiments, these rotating components may be axles, shafts, couplers, wheel hub assemblies, or other devices used in a vehicle's drivetrain that transmit rotational force.

Modern vehicles may be operated by a wide variety of drivetrain systems that involve selectively powering different wheels according to different operating conditions and/or operator (ie, driver) commands. For example, front wheel drive vehicles may power two collinear wheels during a first mode of operation and also power one or more of the remaining wheels when slippage is detected. In other examples, a smaller vehicle such as a passenger car may permanently provide power to only the vehicle's two front wheels to increase fuel economy (two front wheel drive). However, in other examples, the vehicle may be configured to selectively switch between two wheel drive and four wheel drive modes, wherein all four wheels are powered during the four wheel drive mode. Each vehicle drivetrain has advantages and disadvantages, and each vehicle's specific application and expected functions can help determine which drivetrain to incorporate.

1 shows a simplified diagram of a powertrain 100 of a vehicle. In this diagram, the body of the vehicle is removed along with many other components to better illustrate the powertrain 100 . It is noted that powertrain includes the components shown in FIG. 1 whereas drivetrain can refer to components in FIG. 1 excluding the engine and transmission as described below. According to the powertrain configuration, the vehicle of FIG. 1 may have an optional 4WD drivetrain, wherein the rear wheels are powered in rear-wheel drive mode (or 2WD mode) and all four wheels are powered in 4WD mode, and the 4WD The drive mode is different from the 2WD mode. Many utility vehicles such as larger trucks, all-terrain vehicles and sport utility vehicles may incorporate rear wheel drive rather than front wheel drive for a variety of reasons. One reason could be that rear-wheel drive is more helpful in pulling or pulling loads, such as towing through a trailer attached to the back of the vehicle.

In Fig. 1, the right rear wheel 101 and the left rear wheel 102 are positioned at the rear of the vehicle, that is, at the end located behind the operator of the vehicle. In this example, left, right, front and rear orientations are provided according to the perspective of the operator of the vehicle. Directional arrows for forward, backward, left and right orientations are shown in FIG. 1 . Thus, the right front wheel 103 and the left front wheel 104 are positioned at the front of the vehicle.

Power from the vehicle of FIG. 1 is generated by an internal combustion engine 110 having multiple cylinders. The engine 110 may be fueled by gasoline or diesel depending on the particular vehicle and in this example the engine 110 includes six cylinders configured to be oriented in a V, forming a V6 engine. It is understood that the engine 110 may be configured in different orientations and include a different number of cylinders while providing power in a manner similar to that shown in FIG. 1 . A shaft powered by engine 110 may be directly coupled to a transmission 115 that provides the gearing necessary to drive the vehicle. Transmission 115 may be a manual or automatic transmission depending on the requirements of the vehicle system. A rear drive shaft 131 is connected as an output of the transmission 115 to provide power to the rear end of the vehicle.

During the 2WD mode of the powertrain 100 described above, the wheels 101 and 102 are powered through the rear axle 132. Rear axle 132 may be a single continuous shaft in some embodiments, or may be split into two axles in a two-axle configuration, in which axle has rear differential 121. Interpose. In a two-axle configuration, the first rear axle may be positioned between the rear differential 121 and the rear right wheel 101 and the second rear axle may be positioned between the rear differential 121 and the rear left wheel 102. can The rear differential is also attached to the rear wheel drive shaft (131). The rear differential, as shown in FIG. 1 , enables different relative rotational speeds between wheels 101 and 102 and transfers rotation (and power) from a single direction of drive shaft 131 to both of rear axle 132 . It can serve several purposes, including conveying in vertical directions. For example, if the vehicle is turning left, the inner wheel (wheel 102) may rotate at a lower speed than the rotation of the outer wheel (wheel 101). Accordingly, the rear differential 121 may allow the two wheels to rotate at different speeds to prevent slipping between the wheels of the vehicle and the road through which the vehicle passes while turning.

In the case of operation in the aforementioned 4WD mode in which the front wheels are driven in addition to the nominally powered rear wheels, a system is provided to transmit power to the front of the vehicle. Transfer case 140 may be positioned proximate the output of transmission 115, and transfer case 140 may be configured to direct a portion of the power from engine 110 to front drive shaft 133. can In one embodiment, transfer case 140 may use a chain to transfer some of the power from rear wheel drive shaft 131 to front wheel drive shaft 133 . In a manner similar to the rear wheel drive system, the front wheel drive shaft 133 is connected to the front differential 122. Front differential 122 may be substantially the same as rear differential 121 in that front differential 122 enables relative rotational speeds of the two wheels. Accordingly, a front axle 134, which can be separated into two axles of a two-axle system, is attached at one end to differential 122 and has its own respective front left 104 and front right wheels ( 103) can be attached. In this configuration, drive power from the front wheel drive shaft 133 can pass through the front differential 122 and be transmitted to the wheels 103 and 104 via the front axle 134 . Since the transfer case 140 is capable of having power output to both the front and rear axles, the 4WD mode may allow all four wheels to be powered simultaneously. In other words, when the vehicle is in 4WD mode, both front wheels 103 and 104 and rear wheels 101 and 102 can be driven.

In the case of switching between 4WD and 2WD in the example of FIG. 1, a system for selectively interlocking and disengaging the power input to the front wheels is required. Accordingly, the separator 150 may be provided within the transfer case 140 positioned collinear with the output shaft of the transmission 115 . In this configuration, the separator 150 may also be integrally formed with the transfer case 140 or separate from the transfer case 140 . Separators may be used in vehicles having more than one drivetrain mode and allow to engage or disengage two separate rotatable input components such as wheel hubs, axles and drive shafts. In this example as shown in FIG. 1 , separator 150 is positioned within transfer case 140 . In other vehicle systems, the separators 150 are disposed in various places, including on the front axle 134 or on the front wheel drive shaft 133, by the separators 150 in broken lines in FIG. can be effectively separated into two distinct length portions. In other examples, the disconnect 150 can be positioned on the PTU to enable engagement and disengagement of the power transfer unit (PTU) shaft output. Moreover, in some embodiments, multiple separators are provided, and each of the multiple separators can be secured to a respective component of the powertrain 100 . In one example, the first separator 150 can be disposed within the transfer case 140 as shown in FIG. 1 , while additional separators are in the wheel hub of the wheel 103, wheel 104 may be attached to the wheel hub of and/or along the front axle 134. In this way, the separators 150 can be controlled separately or together with each other. Depending on the specific location of the separation, various designations are given, including wheel end separation and center axle separation. In this example, the separation unit 150 may selectively connect and disconnect gears in the transmission case 140 that drive a chain that supplies power to the front wheel drive shaft 133 . Accordingly, separator 150 connects transfer case 140 (and shaft 133) to transmission 115 and through a system of gears, control mechanisms, and other structures, as described in more detail below. It is effectively separated from the rear wheel drive shaft 131.

During the 2WD mode in which power is provided only to the rear wheels 101 and 102, the input command causes the disconnect 150 to release the fixed rotation between the two lengths of the shaft 133, thereby driving the wheels ( 103 and 104) as well as power may not be provided to the front axle 134. Accordingly, most of the power provided by the engine 110 is directed to the rear wheel drive shaft 131 with a relatively small amount of power diverted through the transfer case 140 and the separation of the shaft 133 connected to the separator. It can be oriented in length parts. That is, while disengaged, the front wheels 103 and 104 can rotate freely without receiving traction from the engine. Further, the rotation of the wheels 103 and 104 is coupled with the rotation of the axle 134 and the portion of the shaft 133 disposed in front of the separator 150 (as directed by the arrows in FIG. 1) of the drivetrain. does not affect the rotation of the rest of Specifically, since the separating portion 150 separates the two parts of the shaft 133 located before and after the separating portion, the rotation of the two length parts does not affect each other because they are separated (unwound). If a plurality of separators 150 are provided, one separator is in the transfer case 140 or on the shaft 133 while another separator is in the wheel 103 and another separator is in the wheel 104. Some or all of shaft 134 and shaft 133 may stop rotating when the separators separate their input components. Accordingly, the front differential 122 may also stop rotation while the dividers are disengaging rotation between the wheels 103 and 104 and the axle 134. In this way, fuel consumption will be reduced as the wheels 103 and 104 can rotate freely without the added rotational inertia (moment of inertia) of the axle 134 and without the frictional drag of the differential 122. can

During the 4WD mode, where power is provided to all four wheels, an input command causes the splitter 150 to make a fixed rotation between the two lengths of the shaft 133, thereby driving both the axle 134 as well as the shaft 133. power can be provided. In the present example, stationary rotation may be generated by meshing between a series of gears and/or splined shafts causing the shafts at both ends of separator 150 to rotate substantially as a single unit. can During this mode of operation, power from engine 110 may be diverted substantially equally (or not equally in other embodiments) to wheels 101 , 102 , 103 and 104 . It is noted that by adding, changing and/or removing components other drive modes are possible while still remaining within the scope of the present invention.

Additionally, powertrain 100 may have electromagnetic pulses positioned at one or more wheel ends to engage and disengage individual wheels with a corresponding axle (eg, front axle 134 and/or rear axle 132). A separator 160 may be included. Separators of this type may be referred to herein as wheel end separators. Electromagnetic pulse separator 160 may be alternately positioned on one or both of front axle 134 and rear axle 132 . Moreover, electromagnetic pulse separator 160 may be positioned on either side of front differential 122 and/or rear differential 121 . For example, in one embodiment, there may be a transmission disconnect 160 positioned on each side (eg, both sides) of the front differential 122 on the front axle 134 . Additionally or alternatively, there may be a power split 160 positioned along the rear axle 132 on each side (eg, both sides) of the rear differential 121 . In this manner, vehicle powertrain 100 may include a dual split differential differential system. A divider of this type that is positioned proximate the front or rear differentials along the front or rear axles may be referred to herein as a center divider as discussed below with respect to FIGS. 12-16 . An electromagnetic pulse separator to be described later may be used in one or more of the positions of the electromagnetic pulse separator 160 shown in FIG. 1 .

As noted above, some separators may be powered by a vacuum diverted from an engine, such as engine 110 of FIG. 1 . However, the inventors have recognized herein that the vacuum may not be readily available or the vacuum power may fluctuate undesirably, resulting in reduced separation control. Therefore, alternative power sources may be used providing a simpler and more compact separation design. Accordingly, the inventors have proposed herein an electromagnetic pulse separation assembly in which an electromagnetic coil on the separation assembly is actuated by a pulsed electrical power. Electrical power may increase the reliability of electrical power over vacuum power by not requiring vacuum lines to run through the vehicle. First, a description of the various components of the proposed electromagnetic pulse separator will be given, followed by a description of the operation of the separator, including example control schemes.

2 and 3 show an assembled view of an electromagnetic pulse disconnect (DMPD) assembly 200, which may be referred to herein as a disconnect 200, and FIG. 4 shows an exploded view of the EMPD assembly 200. show More specifically, FIG. 2 shows an assembly view of a section of separator 200 taken along line A-A in the assembly view of FIG. 3 . Accordingly, FIG. 2 shows interior views of the components of the separator 200 while FIG. 3 shows exterior views of the components of the separator 200 . Internal components of separator 200 may not be visible in the external view of FIG. 3 as they may be surrounded by additional components. Moreover, some internal components of the separator 200 can only be seen in the exploded view of FIG. 4 .

Separator 200 generally includes a circular shape having a hollow interior to enable coupling between two rotating components. In particular, as described above, the separation unit 200 may provide coupling between two shafts of the vehicle. Moreover, one of the shafts is powered while the other is not powered so that the coupling between the two shafts enables power transmission and synchronous rotation. Both rotating components, such as shafts, may include gear teeth or splines to engage clutch ring 230 of separator 200 . As shown in FIGS. 2 and 4 , clutch ring 230 may include a series of gear teeth 233 circumscribed to an inner (eg, inner) surface of clutch ring 230 . For example, as shown in FIG. 2 , clutch ring 230 has two distinct rows of teeth separated by a ring portion that does not contain teeth around the inner circumference of clutch ring 230 . include Further, as shown in FIG. 2 , the first set of gear teeth proximate to block shift spring 2408 is further from block shift spring 2408 than the first set of gear teeth, as shown by arrow 203 . It has a larger width in the axial direction than the second set of gear teeth, which is positioned further apart. Block shift spring 2408 is further discussed with respect to FIG. 5 below.

When the two shafts are positioned inside the hollow of the separator 200, the clutch ring 230 can shift axially back and forth as shown by arrow 203 to engage or disengage the two shafts. . The axial direction may be parallel to the central axis 215 of the separator 200 . In this sense, engaging the two shafts may include engaging the clutch ring 230 with the gear teeth of both shafts, whereby power and rotation are transferred (eg, completely transferred) between the shafts. Thus, a substantially rigid connection is effectively created between the shafts. Conversely, disengaging the two shafts may include clutch ring 230 engaging gear teeth of only one of the shafts, thereby causing a separation (eg, disengagement) between the two shafts. ) is maintained and it is possible for the shafts to rotate independently. As an example, the first set of gear teeth of clutch ring 230 may engage one of the two shafts while the second set of gear teeth of clutch ring 230, as described above, It engages the other of the two shafts. When shifted from the 4x2 position to the 4x4 position, clutch ring 230 moves in a positive axial direction, as shown by arrow 203 .

Throughout this specification, translation in an axial direction (e.g., in the direction of central axis 215) as shown by arrow 203 in FIGS. may be referred to as an axial direction, whereas translational movement in the opposite direction may be referred to as a negative axial direction. Moreover, the negative axial direction can be the first direction while the positive axial direction can be the second direction. Finally, rotation in an axial direction or about central axis 215 may also be referred to as clockwise or counterclockwise rotation, depending on direction or rotation. Separator 200 and its various components generally have circular shapes, so some of the components can rotate about their own central axes, which can be collinear with the axial direction.

The various components of the EMPD assembly 200 may be contained within a housing (not shown in FIGS. 2-3). For example, the housing of the separation unit 200 may completely surround and accommodate the components of the separation unit 200 . Accordingly, the separator housing may provide at least partial protection from external substances such as grease, dust or oil so as not to interfere with the moving parts of the separator 200 . The housing may include a number of mounting flanges to secure the separator 200 to a stationary vehicle component. Embodiments of separator housings, as described further below, are illustrated in FIGS. 17-27 .

The separator 200 includes an electromagnetic coil 220, a coil return spring 2418, an armature cam assembly 2405 including an armature 2406 and a cam 2404, a shifter 2416, and a block shift. Spring 2408, latching ring housing 263 (also referred to herein as a carrier) and latching ring 260, latch cam ring 261 and a latching mechanism including a latch guide ring 271 . The latch cam ring 261 and latch guide ring 271 are shown in FIG. 4 and not shown in FIGS. 2-3. Electromagnetic coil 220 causes actuation of separator 200 and movement of clutch ring 230 as described further below. Coil 220 includes an axially directed, flat contact surface to contact armature 2406 . The coil 220 further includes a contact assembly 303 providing an electrical connection between the coil 220 and a printed circuit board (PCB) 207 of the controller 2414 of the separator 200. . The contact assembly 303 is coupled to one side of the coil 220, which side is opposite to the side facing the rest of the components of the separator 200.

Controller 2414 (as shown in FIG. 4 ) comprising PCP 207 includes several electrical devices 211 attached to PCB 207 . The electrical devices 211 may be microprocessors and other components for executing stored instructions (stored on the memory of the microprocessors) for various tasks. Controller 2414 may be referred to herein as a separator controller. As described further below with respect to FIGS. 10-11 , the controller includes a device external to the disconnect 200, such as a vehicle controller, and a position sensor 208 (hidden in FIGS. 2-4 but described further below). As can be seen in FIGS. 19 and 20), various signals such as shifting commands (eg, 4x2 or 4x4 commands) may be received. Controller 2414 then processes the received signals to shift clutch ring 230 to an engaged position (eg, 4x4 position) or a disengaged position (4x2 position) and transfers these signals to coil 220. The same (eg, by energizing a coil) can transmit to various actuators of separate components. Accordingly, the controller 2414 may execute commands stored in its memory in combination with the various sensors and actuators of the separator 200 .

Furthermore, a plurality of screws 210 may secure the PCB 207 to the outer surface of the latch cam ring 261 . The position sensor 208 is coupled to the underside of the PCB 207 (hidden in FIG. 4) and is slotted in the top side of the latch cam ring 261, as shown in FIGS. 19 and 20 and described further below. It extends radially inward through the slot. Accordingly, the position sensor 208 interfaces with two magnets 212 integrated within the latching ring housing 263. More specifically, the two magnets 212 are included on the outer surface of the upper side of the first guide lug (to the ground on which the vehicle is located when the separator 200 is installed on the vehicle drivetrain). As shown in FIG. 2 , the two magnets 212 are contained within the latching ring housing 263 and are spaced a distance from each other across the width of the latching ring housing 263 . The latching ring housing 263 includes three guide lugs 213 spaced around the outer circumference of the latching ring housing 263 (as shown in FIG. 4 ). Each of the three guide lugs 213 extends radially outward from the outer surface of the latching ring housing 263 (radial direction perpendicular to the axial direction) and across the width of the latching ring housing 263, in the axial direction. is extended to The three guide lugs 213 assist in centering the latching ring housing 263 during translational (eg axial) movement. In this way, the magnets 212 in the topmost guide lug can be kept in the same circumferential alignment as the position sensor 208 on the PCB 207. For example, the three guide lugs 213 correspond to corresponding grooves (eg slots) 259 in the inner surface of the latch cam ring 261 (as shown in FIG. 4). come face to face with In other embodiments, the latching ring housing 263 may include more or less than three guide lugs 213 and/or more or less than two magnets 212 . As described further below, the axial alignment of the latching ring housing 263 and the current shift position of the separator 200 is such that the position sensor 208 is axially aligned with the magnets 212 so that the magnets s 212 .

Armature cam assembly 2405 includes an armature 2406 that is coupled (e.g., attached) directly to cam 2404, without any additional intervening components separating armature 2406 and cam 2404. do. As an example, armature 2406 and cam 2404 may be formed as one piece. The armature 2406 is a flat metal disk (eg, a thin, flat metal ring-shaped plate with an aperture in the middle) positioned in close proximity to the coil 220 . Coil 220 is adapted to translate axially along central axis 215 but is rotatably fixed (eg, does not rotate) about central axis 215 . In contrast, the armature 2406 is adapted to rotate about the central axis 215 but does not fluctuate axially (eg, does not translate along the central axis 215). For example, when coil 220 is not energized, armature 2406 and coil 220 are separated by air gap 408, as shown in FIGS. 2 and 3 . Coil return spring 2418 may also proximate to and surround a portion of coil 220 . For example, as shown in FIG. 3 , coil 220 includes a stepped profile having a larger diameter portion and a smaller diameter portion, and coil return spring 2418 is on the inside of the larger diameter portion. It is positioned against the axially facing face of and encloses the outer surface of the smaller diameter portion. 5-7 below, when coil 220 is energized, coil 220 is attracted to the metallic armature 2406 and thus moves axially towards armature 2406 whereas The armature 2406 remains fixed in an axial direction (eg, along the central axis 215).

As shown in FIGS. 3 and 4 , cam 2404 includes a series of bidirectional ramps positioned around the circumference of cam 2404 . Each bi-directional lamp includes a vertex proximal to the armature 2406. Moreover, the series of bidirectional ramps include a base 309 positioned between two adjacent (eg contiguous) vertices 307 . Accordingly, a ramp portion of each of the bi-directional ramps extends between the apex 307 and the base 309.

Shifter 2416 is positioned adjacent to cam 2404. The shifter 2416 includes a guide portion 2415 and a cage portion 2417. The guide portion 2415 is axially closer to the cam 2404 than the cage portion 2417 is. Guide portion 2415 includes a raised surface profile that extends radially away from the outer surface of shifter 2416 . The raised profile includes a series of guides positioned around the circumference of the shifter 2416. In particular, each of the guides extends axially from a base portion of the raised profile and toward the cam 2404, the base portion extending around the circumference of the shifter 2416. The guides are positioned at a distance from each other around the circumference of the shifter 2416 to create flat, flat low points at the base and high points at the tip of each guide. Each of the guides of guide portion 2415 interfaces with one tip 307 and corresponding ramps of cam 2404 . Moreover, each section of the base portion between two adjacent guides interfaces with one base 309 of cam 2404. The number of vertices 307 of cam 2404 is equal to the number of guides of guide portion 2415 of shifter 2416. As shown in FIG. 3 , the guides of guide portion 2415 are within tip 307 of cam 2404 when separator 200 is in the 4x2 position, as further described with respect to FIG. 5 below. It can be shaped to fit (eg with a tip and angled sides).

Cage portion 2417 of shifter 2416 is positioned around a plurality of outer splines (e.g., fingers) 403 and the circumference of cage portion 2417 and a central portion of shifter 2416. and posts 405 extending in a direction opposite to the direction in which the guides of the guide portion 2415 extend from. Posts 405 and outer splines 403 are coupled to a cage retainer 401 (shown in FIG. 4 ). Cage retainer 401 retains clutch ring 230 within cage portion 2417 . Specifically, the posts 405 are inserted into corresponding openings in the cage retainer 401 and the outer splines 303 intersect the cage retainer 401 to hold the cage retainer 401 within space for the shifter 2416. It is inserted into the corresponding openings 409 in the inner frame and snapped into place.

Cage portion 2417 further includes a plurality of inner splines 2419 arranged on an inner surface of cage portion 2417 and around the circumference of shifter 2416 . Each of the inner splines 2419 is attached to a corresponding post body comprising one of the posts 405 . Each of the inner splines 2419 interfaces with one of a plurality of spline cutouts 231 positioned around the outer surface of the clutch ring 230 (eg, along the outer diameter). do. Accordingly, the clutch ring 230 is fixed to the cage portion 2417 of the shifter 2416 by engaging the spline cutouts 231 and the splines 2419 in pairs. Accordingly, the inner splines transmit torque to the clutch ring 230 . In other words, shifter 2416 and clutch ring 230 are fixed to each other and thus rotate or translate together about central axis 215 as a single unit. In this way, as described further below, axial translation of shifter 2416 results in joint translation of clutch ring 230 so that the two rotating components outside of separator 200 are moved. It provides an optional interlock between them.

As introduced above, release 200 includes a latching mechanism comprising a latching ring 260 (which rotates and translates axially), a latch cam ring 261 and a latch guide ring 271 . The latching ring 260 generally has a round, annular shape with a hollow interior. An outer surface (eg, outer circumference) of latching ring 260 includes a number of protruding pins 2412 evenly spaced around the circumference of latching ring 260 . In other words, pins 2412 are pins attached to the outer radial surface of latching ring 260 . In alternative embodiments, pins 2412 may not be evenly spaced around the circumference of latching ring 260 . Pins 2412 extend outwardly in a radial direction (radial direction perpendicular to the axial direction) from the outer surface of latching ring 260 .

As shown in FIGS. 2 and 4 , latching ring housing 263 includes a stepped recess 239 for holding latching ring 260 . For example, the inner surface of latching ring 260 fits around the outer surface of stepped recess 239 . Furthermore, the stepped recess 239 has a smaller diameter than the rest of the latching ring housing 264 including the guide lugs 213 . For example, latching ring housing 263 allows latching ring 260 to freely rotate about central axis 215 but allows latching ring 260 to translate only a limited amount in the axial direction (i.e., linear movement).

As shown in Figure 4, the latching mechanism further includes a fixed latch cam ring 261 (providing an inner track) and a fixed latch guide ring 271 (providing an outer track). The latch cam ring 261 and the latch guide ring 271 (shown in FIG. 4 ) are other components of the aforementioned separator 200, such as the armature cam assembly 2405, clutch ring 230 and shifter 2416. It surrounds the components and is outside of them. Accordingly, the latch cam ring 261 and the latch guide ring 271 may be directly positioned inside the inner surface of the housing of the separation unit 200 . The latch cam ring 261 and the latch guide ring 271 remain stationary relative to the fixed housing of the separator 200 . That is, the latch cam ring 261 and the latch guide ring 271 do not rotate or translate about the central axis 215 . The latch cam ring 261 and the latch guide ring 271 are positioned adjacent to each other along the central axis 215 and around the circumference of the latch cam ring 261 and the latch guide ring 271 peaks and It forms a pattern arranged in valleys. The space formed by the peaks and valleys is referred to herein as a latching track profile 265 (shown in FIG. 8 discussed further below). More specifically, the latch cam ring 261 forms a pattern of differently sized indentations extending into the latch cam ring 261 from a first end of the latch cam ring that interfaces with the latch guide ring 271. It includes a first series of teeth, the first series of teeth extending around the circumference of the latch cam ring (261). The latch guide ring 271 is a second series forming a pattern of indentations of constant size extending from the first end of the latch guide ring 271 that interfaces with the latch cam ring 261 to the latch guide ring 271. Includes dentures. Pins 2412 of latching ring 260 lift within latching track profile 265 formed between latch guide ring 271 and latch cam ring 261, as described further with respect to FIG. 8 below. It fits and moves along this profile 265 and is constrained to follow.

Separator 200 further includes one or more retaining rings 277 that hold the components of separator 200 in place. Additionally, the separator 200 includes a washer 301, as shown in FIG. 4, to reduce wear between the plastic components of the separator 200. As described above, the armature 2406 includes metal. However, other components of separator 200, such as shifter 2416, cam 2404, and latching ring housing 263, include a plastic material. Washer 301 is positioned between rotatable shifter 2416 and stationary (eg, stationary or non-rotating) latching ring housing 263 . As a result, wear between the shifter 2416 and the latching ring housing 263 is reduced, thereby increasing the lifespan and reliability of the separator 200 . In some embodiments, separator 200 further includes one or more seals to provide a protective seal between separator components and rotating components, such as an axle and a housing of separator 200 . can do. Accordingly, dust and other substances can be substantially prevented from entering or coming out of the separating portion 20 .

Separator 200, described above with respect to FIGS. 2-4, includes a series of stationary and movable components. If a component is described as stationary (stationary in all directions), this means that it does not move relative to the other components of the separator and relative to the outer housing surrounding the components of separator 200. it means. Moreover, the moving components can rotate about the central axis 215 of the separator 200 and/or translate about the central axis 215 in positive and/or negative axial directions. As described above, the latch cam ring 261 and the latch guide ring 271 are completely stationary elements and do not translate axially and do not rotate about the central axis 215 . Accordingly, these components can be fixed and coupled to the housing of the separator which surrounds and houses the separator components. Coil 220 is fixed in rotation (e.g., does not rotate about central axis 215) and axially by a small amount (only to bridge the air gap between coil 220 and armature 2406). It is restrained to move enough to close). Shifter 2416 is coupled to clutch ring 230 and these components translate axially and rotate about central axis 215 together as one unit. In response to translation of shifter 2416, latching ring housing 263 and latching ring 260 also translate axially (eg, positive and negative axial directions). However, the latching ring housing 263 is secured from rotation so that it does not rotate away from the central axis 215 . The latching ring 260 may also be formed between the track face of the latch cam ring 261 and the track face of the latch guide ring 271 (the latch track profile 265 formed between the track faces of the latch cam ring and the latch guide ring) or It can rotate about the central axis 215 while moving back and forth along them. Armature 2406 and cam 2404 are fixed to each other as a unit (eg armature cam assembly 2405 ) so that they rotate together about central axis 215 . However, armature 2406 and cam 2404 are axially static (eg, they do not translate in positive and/or negative axial directions). When coil 220 is not energized, it is not pulled or attached to armature 2406. As a result, the armature 2406 and cam 2404 can rotate freely about the central axis 215 together with the shifter 2416. However, when coil 220 is energized, coil 220 moves towards armature 2406 and directly contacts armature 2406, thereby bridging the air gap between coil 220 and armature 2406. As a result, the armature 2406 and cam 2404 slow down or stop rotating. Armature 2406 and cam 2406 and cam ( 2404), a more accurate axial movement is achieved. Additional details about the shifting modes of EMPD 200 are discussed with respect to FIGS. 5-11 below.

In this manner, the EMPD assembly 200 moves the clutch ring of the assembly into a 4x4 position where two rotating components (eg, axles or shafts of a vehicle powertrain) are rotatably coupled to each other and two rotational It can be adjusted to a 4x2 position where the components are not rotatably coupled to each other. 5-7 show cross-section and assembly views of EMPD 200 at different shift positions (eg, 4x2, end of shift, and 4x4 positions, respectively). Components of the EMPD shown in FIGS. 5 to 7 may be the same as those shown in FIGS. 2 to 4 and described above. Accordingly, these components are similarly numbered and may not be reintroduced below when referring to FIGS. 5-7. Specifically, FIG. 5 shows a first assembly view 501 of the separator 200 in a first 4x2 position (eg, an unlocked position) and a first assembly taken along section A-A of the view 501. A schematic diagram 500 in cross section 503 is shown. 7 shows a second assembly view 701 of separator 200 in a second 4x4 position (eg, engaged position) and a second assembly section 703 taken along section A-A of view 701. ) shows a schematic diagram 700 of 6 shows a third assembly view 601 of the separator 200 at the end of shift (EOS) position of the third and a third assembly section taken along section A-A of the figure 601 ( A schematic diagram 600 of 603 is shown. These positions can correspond to the vehicle's shifting modes, and a shift command can be sent to the vehicle controller, which in turn to the disconnect controller 2414 to actuate the EMPD assembly 200 in accordance with the command. can be sent

In the 4x2 position shown in FIG. 5 , clutch ring 230 is engaged with only one rotating component (not shown) while the other rotating component (not shown) is allowed to rotate independently. In the 4x2 position, coil 220 and armature 2406 are separated from each other by air gap 408. Additionally, the guides of guide portion 2415 of shifter 2416 are positioned relative to (and interfacing with) tips 307 of cam 2404. Moreover, the base portions of the guide portion 2415 of the shifter 2416 are positioned relative to (and interfacing with) the bases 309 of the cam 2404. Accordingly, the empty space between the shifter 2416 and the cam 2404 can be minimized compared to a 4x4 position. As shifter 2416 is engaged with clutch ring 230, shifter 2416 rotates with clutch ring 230 (and the rotating component it engages). Additionally, cam 2404 rotates with shifter 2416 due to shifter 2416 and cam 2404's interfacing guides and bi-directional ramps, respectively.

Upon commanding a shift from 4x2 to 4x4 mode, the vehicle controller can determine if it is safe to engage the two rotating components. For example, in some embodiments, both rotating components may need to rotate in the same direction corresponding to moving the vehicle forward or backward. Upon receiving a shift command to shift separator 200 to the 4x4 position, controller 2414 directs electromagnetic coil 220 via contact assembly 303 (described above with reference to FIG. 3) to energize coil 220. ) to provide current. Depending on the properties of electromagnetics, energizing coil 220 may create a magnetic field surrounding the coil. Accordingly, coil 220 is drawn into an armature 2406 made of a suitable metallic material to interact with the magnetic field created by coil 220 . While the coil 220 is stationary from rotating, the armature 2406 (and the cam 2404 attached to the armature 2406), together with the shifter 2416 and clutch ring 230, as described above, rotate As the coil 220 is free to translate by a limited amount, the coil 220 moves in the positive axial direction, towards and into contact with the armature 2406, while the armature 2406 moves in the axial direction. remain stationary. This movement of the coil 220 to the armature 2406 effectively fills the air gap 408 thereby creating friction between the coil 220 and the armature 2406. Accordingly, rotation of the armature 2406 may be slowed down or stopped. When armature 2406 and cam 2404 are rotating more slowly than shifter 2416, the bi-directional ramps of cam 2404 generate force against the guides of shifter 2416. As a result, as shown in FIG. 701 , the guides of shifter 2416 slide partially along the ramps of cam 2406 away from the tips towards the bases of cam 2406. This causes the shifter 2416 to move away from the cam 2404 in the positive axial direction (shown as 203) (while the cam 2404 remains axially stationary). Since shifter 2416 is attached to clutch ring 230, both components translate in an axial direction (eg, positive axis direction) as a single unit. In this manner, the driving force generated by the energized coil 220 and armature 2406 positively axially forces the clutch ring assembly into engagement with the second rotating component. Axial motion of shifter 2416 subsequently acts on clutch ring 230 to cause a shift from the disengaged position to the engaged position, causing it to shift from the 4x2 to the 4x4 position.

As described further with respect to FIG. 8 above and below, disconnect 200 includes a latching mechanism that holds the disconnect in the 4x4 position without the need for coil 220 to remain energized. For example, it is useful to only energize coil 220 when shifting from one position to another. However, if a latching mechanism is not included in the disconnect assembly, the result of de-energizing coil 220 is that armature 2406 and cam 2404 are free to rotate with shifter 2416 and return spring 2410 is then free to rotate. Then return clutch ring 230 to the 4x2 position (by translating shifter 2416 and clutch ring 230 in the negative axial direction). Instead, if a 4x4 position is commanded, coil 220 is energized and clutch ring 230 is shifted to the 4x4 position as described above. In addition to this motion, the latching mechanism holds disconnect 200 in the 4x4 position even after coil 220 is de-energized. In this state, the vehicle will remain in 4x4 mode until 4x2 mode is selected.

Upon command to shift from 4x2 to 4x4 mode, controller 2414 provides current to electromagnetic coil 220 again through contact assembly 303 to excite coil 220 . As a result, the guides of the guide portion 2415 of the shifter 2416 cam until the guides contact the non-beveled base ends of the two-way ramps (e.g., bases 309) of the cam 2404. Move further over the ramps at 2404. This position is referred to as the end-of-shift (EOS) position and is shown in FIG. 6 . This additional distance of travel causes the latching mechanism to flip, as further described with respect to FIG. 8 below. Once the latching mechanism is flipped, coil 220 can be de-energized. When coil 220 is de-energized from the EOS position, coil 220 is moved away from armature 2406 and an air gap 408 again exists between coil 220 and armature 2406. Armature 2406 and cam 2404 are then free to rotate along with shifter 2416 and return spring 2410 returns clutch ring 230 to the 4x2 position. The vehicle drive mode can be cycled between the 4x2 and 4x4 positions whenever coil 220 is excited or pulsed for a short duration.

Additionally, if clutch ring 230 cannot be shifted because the clutch teeth are not aligned or binding has occurred, then block shift spring 2408 deflects and the shifter assembly completes its commanded motion. it is possible When the teeth are aligned or the engagement is removed, the block shift spring 2408 will apply a force to the clutch ring to bring it into the desired position.

As discussed above, the latching mechanism holds the separator 200 in the selected shift position without requiring the electromagnetic coil to remain energized. In this way, the coil can only be energized when moved from one shift position to another. One example of latching that may be used in disconnect 200 is shown in FIG. 8 . Specifically, FIG. 8 shows a schematic view 750 of latching track profile 265 from a top view of separation assembly 200 . A latching traffic profile 265 is formed between the fixed latch cam ring 261 and the fixed latch guide ring 271 . The latching mechanism further comprises a translational (axially) and rotational latching ring 260 comprising a plurality of radially oriented pins 2412 moving along a track profile (eg, track) 265. include The travel path of one pin 2412 of latching ring 260 is shown in FIG. 8 . The track faces of the latch cam ring 261 and latch guide ring 271 form a pattern of peaks and valleys arranged in a circular latching track profile 265 . As introduced with respect to FIGS. 3 and 4 above, the latch guide ring 271 includes a second series of teeth 751 forming a pattern of sized grooves (eg, indentations). and two grooves 752 and 759 of the series of grooves shown in FIG. 8 extend to the latch guide ring 271. The latch cam ring 261 has shallower grooves (eg, a detent), namely two shallower grooves 754 and 757 shown in FIG. 8 , and deeper grooves (eg, a detent). ), that is, a first series of teeth 753 forming a repeating pattern around the circumference of the latch cam ring 261 of one deeper groove 755 shown in FIG. Latching track profile 265 includes a series of grooves (eg, 752 and 759 shown in FIG. 8 ), shallower grooves (eg, 754 shown in FIG. 8 ) and deeper grooves (eg, FIG. 8 ). 755 shown in 8) and a space separating the teeth of the latch cam ring 261 and the latch guide ring 271. Only a portion of all grooves of the latch cam ring 261 and the latch guide ring 271 are shown in FIG. 8 .

The latching ring 260 rotates as the pins 2412 move up and down the ridges and valleys of the track 265, the ridges and valleys of the track formed by the track faces of the latch cam ring and the latch guide ring (e.g. For example, the chi pattern). The grooves in the track face of latch cam ring 361 include shallower grooves 754 and 757 where pin 2412 can rest in a stable position. Pin 2412 can also stop in deeper groove 755, which is of course a stable position. When the shifting mechanism of separator 200 shifts position as described above (and moves in the direction of the positive axis), latch ring pins 2412 force against the track face of latch guide ring 271. and is moved along the latch guide ring side of the track 265. The movement of pins 2412 is stopped at precise points by stop grooves 752 and 759 on latch guide ring 271 . The first stop groove (e.g., EOS groove) 752, which is the latch home guide EOS position 756, is the deeper groove 755 and latch where the latch ring pin 2412 is stable when the shift to 4x2 mode is complete. It is positioned to advance to the home 4x2 position 758. The second stop groove 759 is positioned at 760 in such a way that the latch ring pin 2412 advances to a stable shallower groove 757 and latch home 4x4 position 762 when the shift to 4x4 mode is complete. Each time a mode shift is made, the latching ring rotates and advances in one direction, alternating between shallower grooves 754 and 757 and deeper grooves 755. It should be appreciated that the latching system can be reversed such that the deeper groove 755 corresponds to a 4x4 position and the shallower grooves 754 and 757 correspond to a 4x2 position.

When electromagnetic coil 220 is turned on or excited, clutch ring 230 and latching ring 260 translate in the positive axial direction, as shown at 203 . Accordingly, the pins 2412 of the latching ring 260 also move in the overall positive axial direction (and opposite to the latch guide ring 271). Besides this movement, the pins can also rotate about the central axis of the separator 200 by offset positioning between the latch cam ring 261 and the latch guide ring 271. For clarity, rotation about a central axis is shown as a clockwise direction of rotation 764 . In this way, the axial movement of the pins 2412 counteracts the latch guide ring 271 so that the teeth of the latch guide ring 271 act as a wedge into which the pins 2412 can slide in opposition. do. As the pins 2412 slide along the track surface of the latch guide ring 271, the latching ring 260 rotates until the pins 2412 reach the groove in the track surface. In the example shown in FIG. 8 , the pin 2412 may start in the first 4x4 groove 754 (or the second self-locking position) of the profile 265, upon exciting the coil, the pin 2412 is excited. Follow the route 770 and move to the first EOS home 752. When pin 2412 is in EOS groove 752, the clutch ring and latching ring assemblies can be correspondingly in the EOS position.

As discussed above, as soon as the pin 2412 is in the EOS groove 756 and reaches the EOS position, the coil can be turned off (e.g., de-energized), and therefore the armature 2406 and cam 2404 are Rotating freely with shifter 2416 reverses the guides of shifter 2416 down the ramps of cam 2404 moving the shifter axially toward cam 2404. In turn, clutch ring 230 moves in the negative axial direction. In a similar manner, pin 2412 of latching ring 260 also rotates about the central axis of separator 200 while also moving in an overall negative axial direction so that pin 2412 forms a 4x2 groove (e.g., The profile of the latch cam ring 261 can be followed along the de-energized path 772 until reaching the deeper groove 755 (eg, the first self-locking position). If a command is subsequently given to shift, coil 220 will be turned back on (eg, energized), causing the clutch and latching ring assemblies to move axially. Consequently, the pin 2412 follows the excited path 774 until it reaches the second stop groove 759. Coil 220 is turned off (e.g., de-energized) again, allowing shifter 2416 and clutch ring 230 to move in the negative axial direction, thereby causing pin 2412 to Follow the profile of the latch cam ring 261 until it comes into contact with the second 4x4 groove (eg, shallower groove) 757 , to move along the de-energized path 776 . In this way, when the pin 2412 is positioned in the 4x4 grooves 754 or 757 (eg, the second self-locking positions), the separation assembly 200 is in the 4x4 position. Similarly, when pin 2412 is positioned in 4x2 groove 755 (eg, first self-locking position), separation assembly 200 is in the 4x2 position. In this way, when the separator is in either of the first or second self-locking positions, the separator does not hold the coils 220 energized (eg, the coil can be turned off) and the corresponding 4x2 or It remains in the 4x4 position. Although only five grooves are shown in FIG. 8 , it is understood that the pattern and profile 265 of the grooves repeats along the periphery of the latch cam ring 261 and the latch guide ring 271 . Furthermore, a number of pins 2412 may be positioned within profile 265 . In particular, the number of grooves may be a multiple of the number of pins 2412 of latching ring 260 . For example, if the latching ring is to include 5 pins, there may be 20 or 25 grooves located on the latching track profile 265. As shown in FIG. 4 , latching ring 260 includes eight pins. However, numbers of pins more or less than 8 are also possible.

From the shift procedures that move the separation assembly 200 to the 4x2 and 4x4 positions, the clutch ring assembly (e.g., clutch ring 230, shifter 2416, cam 2406, block shift string 2408 and Cage retainer 401) and latching ring assembly (e.g., latching ring 260, retaining ring 277, and latching ring housing 263) are separate components that jointly translate axially. works with Accordingly, the clutch ring and latching ring assemblies can be translated substantially as a single unit. The clutch ring and latching ring assemblies may be collectively referred to as a cam follower mechanism. The latching ring assembly, including the latching ring 260 and the latching ring housing 263, has a latching track profile 265 to hold the latching ring assembly and clutch ring assembly in the 4x2 and 4x4 positions through intermediate shifting to the EOS position. ) in conjunction with When coil 220 is energized, the clutch and latching ring assemblies can be moved and held in the EOS position. Conversely, when coil 220 is de-energized, the clutch and latching ring assemblies are moved by the latching ring assembly (e.g., the latching ring mechanism described above) and held in their steady state 4x2 and 4x4 positions. It can be. Again, the latching ring housing 263 allows the latching ring 260 to freely rotate about the central axis of the separator 200 but allows the latching ring 260 to translate in an axial direction by a limited amount ( 260) can be limited. The limited amount of translational movement can reduce the amount of rotational drag between latching ring 260 and latching ring housing 263 during shifting movements. Furthermore, the latching housing 263 can be constrained within the separator 200 such that the latching ring housing 263 can translate but is secured from rotation. Accordingly, latching ring housing 263 can only apply axial (translational) forces to latching ring 260 regardless of forward or reverse vehicle direction.

A latching track profile 265 providing grooves corresponding to each of the 4x2, 4x4 and EOS positions of the separator 200 is attached to the latching ring assembly through pins 2412 of the latching ring 260. The track profile 265 may be stationary within the housing of the separator and may be biased to constrain the pins 2412 to rotate in a single direction of rotation. As shown in FIG. 8 , the biased feature of profile 265 may be caused by misalignment between latch cam ring 261 and latch guide ring 271 . In particular, the latch cam ring 261 can be shifted clockwise so that the pin is biased to only move clockwise and not move counterclockwise. In general, pin 2412 may be constrained by track 265 to rotate in only a single direction of rotation without changing directions. In this manner, when latching ring 260 is de-energized by coil 220 or actuated in positive or negative axial directions by the clutch ring assembly, pins 2412 are arranged in grooves 754, 752, 755, 759. or 757) and move accordingly clockwise until it reaches one. If the clutch ring and latching ring assemblies are not moved to the EOS position such that pin 2412 does not reach either EOS groove 752 or groove 759, the components can revert to their previous state. It is noted that the 4x2 and 4x4 grooves can be reversed. The clutch ring assembly can drive the movement of the disconnect 200 between the 4x2 and 4x4 positions while the latching ring assembly can hold the disconnect 200 in the 4x2 and 4x4 positions.

EMPD assembly 200 may further include a magnetic position sensor assembly to determine the shift position of the assembly, as introduced above. The position sensor assembly includes magnets 212 embedded within latching ring housing 263 and position sensor 208 shown in FIGS. 19 and 20 , as described further below. Since the latching ring housing 263 is free to translate but cannot rotate, the magnets 212 can only translate without rotating about the central axis 215 of the separator 200 . The position sensor 208 may be a magnetic sensor such that the sensor can detect the strength of the magnetic force of the magnet 212 . Therefore, an external vehicle controller receiving signals from sensor 208 can correlate the magnetic force with the position of disengagement assembly 200, i.e., the clutch ring assembly and latching ring assembly, particularly the position of clutch ring 230. For example, sensor 208 may be mounted directly over magnet 212 when release 200 is in the EOS position. The sensor 208 may detect the strength of the magnetic force of the magnet 212 through its axial movement from the EOS position to the 4x2 and 4x4 positions. In this way, sensor 208 can detect the 4x2, 4x4 and EOS positions of clutch ring 230 along with any clutch ring positions in between or above the 4x2, 4x4 and EOS positions. In magnetic force signals from sensor 208 , the vehicle controller or other controller can convert the magnitude of the force into the position of separator 200 . It is noted that the performance of sensor 208 is not affected by the localized magnetic field generated by coil 220 since the coil magnetic field can be concentrated around coil 220 and armature 2406. By using the magnetic sensor 208, there may be no need for contact between the movable components of the separator 200 and the sensor assembly.

FIG. 9 shows a graph 900 of an example of the relationship between the shift position of the EMPD assembly 200 and the output of the magnetic position sensor 208 . As shown, the first horizontal axis of the graph 900 is the shift position of the separation assembly 200 while the vertical axis is the percentage of the sensor 208 measured as a percentage of the maximum current signal output by the position sensor. is the signal output. The second horizontal axis of graph 900 is the magnetic flux density (B) of magnets 212, measured in Gauss (G). In this example, there is a linear relationship between shift position and sensor output and magnetic flux density and sensor output. The 4x2 position corresponds to the lower voltage signal (eg, about 0%), while the 4x4 position corresponds to the upper voltage signal (eg, about 50%), and the EOS position corresponds to the highest voltage of graph 900. signal (e.g., about 100%). In this case, if the sensor 208 outputs an upper voltage when the upper magnetic flux from the magnet 212 is detected, the sensor 208 is positioned directly over the magnets 212 when the disconnection 200 is in the EOS position. can be determined Accordingly, the detected magnetic flux (eg, force) may be highest at the EOS location and this is reflected in the highest output voltage of graph 900. In the context of graph 900, the upper or lower voltage signals or magnetic fields are relative to each other. For example, the voltage signal corresponding to the 4x4 location may be higher than that of the 4x2 location but lower than the voltage signal of the EOS location. Other relationships between position and sensor signal output are possible while remaining relevant to the scope of the present invention.

As one example, only pulses of limited duration of current may be delivered to the coils 220 of the EMPD assembly 200 to effect the shifting operation independent of vehicle speed. Once the coil 220 is energized to shift the disconnect 200, the magnetic position sensor detects the clutch and latching ring assemblies and embeddings in real time until the EOS position is reached or the maximum allowable time for the coil pulse has passed. Through the magnet 212, the position of the clutch ring 230 is measured. The maximum allowable pulse time may be a predetermined time to excite the coils until auto de-excitation occurs to prevent excessive degradation and heat generation of the coil 220 and armature 2406. During an event in which the clutch ring assembly is unable to shift, such as during a pinch torque condition, the maximum allowable pulse time is to allow the coil 220 to remain energized and damage the disconnect assembly 200. may not be possible When coil 220 is de-energized, position sensor 208 may track the position of isolation assembly 200 until a steady state corresponding to 4x2 or 4x4 positions is reached. If the desired position is not detected, coil 220 can be re-energized to shift the clutch and latching ring assemblies until the desired position is reached. In this way, the amount of energy consumption can be reduced by minimizing the excitation time of the coil 220 . Pulsed current through coil 220 may consume significantly less energy than other separation assemblies that may require a continuous flow of current. Moreover, other adverse effects associated with electromagnetic separation systems such as component wear, heat generation and noise, vibration and harshness may be reduced.

In this way, in the EMPD assembly 200 of FIGS. 2-9 , a self-limiting isolation system is provided that can utilize a smart controller and closed loop system to reduce vehicle overheating control. The smart controller aspect of EMPD assembly 200 can be apparent through the use of controller 2414. In particular, the external vehicle controller can send command signals to the controller 2414 of the detachment assembly 200 to shift into 4x2 or 4x4 modes while receiving feedback signals to verify the detachment position. In one example control system of the separation assembly 200, the feedback signals can be analog so that the signal wire can convey the separation position and error signals. Moreover, in vehicles incorporating multiple separation assemblies 200, the feedback signals may report the status of each separation assembly 200 during normal operation and if any of the separations fails. Additionally, if one of the separations in the vehicle becomes out of synchronization while in use, the control system can correct the synchronization problem by activating one separation assembly independently of the other assemblies in the vehicle. Finally, if one separation assembly fails such that it is no longer operable, the vehicle controller or other controller can report the failure and location of the failure to an operator or technician of the vehicle.

In one example, the disconnection controller 2414 can be integrated into the housing of the disconnection 200, the latch cam ring of the disconnection 200, or an external assembly attached to the EMPD assembly 200 via one or more wires. can be packed inside. The separator controller may include various electrical components such as voltage regulators, microprocessors and coil drivers. The coil actuator may be, for example, either a dry contact relay or a solid state switch that supplies current to energize the electromagnetic coil 220 when instructed (commanded) by the microprocessor. As described above with respect to FIG. 4 , when the separator controller is part of the separator 200 , the electrical components can be attached to the PCB 207 as devices 211 .

In some embodiments, an additional, multi-plate clutch may be coupled in series with the separator 200 including the clutch ring 230 . As one example, a multi-plate clutch (which may also be referred to as a friction clutch) includes clutch ring 230 and a set of wedge plates rotationally coupled to one of two rotating components that are selectively engaged by clutch ring 230. ) may include a set of clutch plates rotationally coupled to the other of the two rotational components selectively engaged by A pressure plate (eg, a piston plate) may compress the wedge and friction plates to synchronize speed between the two rotating components. The clutch ring 230 of the disconnect 200 is then used as a locking clutch to lock the two rotating components together, so that the two rotating components can be fully engaged for full transmission of torque between the two rotating components. there is. It should be noted that the multi-plate clutch described above may be included in series with any of the EMPD assemblies described herein.

10 and 11 show a method 800 of operating the EMPD assembly 200. It is noted that the various steps and processes for making decisions may be stored within the memory of the main vehicle controller external to the separation assembly 200 . In other examples, the localized hub controller may be directly coupled to assembly 200 and perform the steps of method 800 while communicating with an external main vehicle controller. In another example, the various steps of method 800 and the processes for making decisions may be stored within the memory of a separator controller (such as controller 2414 shown in FIG. 4 ). Accordingly, the separator controller couples with various sensors (e.g., position sensor 208) and actuators of the EMPD assembly (e.g., contact assembly 303 of coil 220) to obtain method 800. can do. To reiterate, 4x2 (2WD) or first mode corresponds to a first position in which clutch ring 230 engages only on a rotating component (eg, shaft or axle) whereas 4x4 (4WD) or second mode corresponds to a second position where the clutch ring 230 engages both rotating components (e.g., both shafts or components arranged proximately to the EMPD), thereby coupling the two rotating components to each other. . Finally, the end-of-shift (EOS) position corresponds to where clutch ring 230 and other attached components are shifted axially farthest when coil 220 is energized. This can be graphically illustrated in FIG. 9 , where the EOS position is the rightmost position compared to the 4x2 and 4x4 positions. For ease of understanding, reference will be made to components and descriptions presented with respect to the previous drawings. However, method 800 may be used in alternative EMPD assemblies having configurations other than those described above.

Referring first to FIG. 10 , at 801 , the method includes performing a series of initialization operations. The initialization operations calibrate the position sensor (e.g., position sensor 208) so that the magnetic force can be correlated to the 4x2, 4x4, or EOS positions, determine the vehicle's direction of travel, and determine the two rotational components (e.g., position sensor 208). eg synchronizing the rotational speeds of two rotating components that can be selectively and rotatably coupled via a clutch ring of the separator. Next, at 802, an operator (ie, driver) or other system may send an input command to a controller or similar device. The input command may be a request to shift from 4x4 mode to 4x2 mode or vice versa. Accordingly, the method may include receiving and reading an input command from a controller at 802 . Upon receiving a shift command, at 803 the method includes determining which shift mode has been commanded (ie requested) by the vehicle operator. If a 4x2 operation is requested, the process continues at 813 in FIG. 11 . Alternatively, if a 4x4 operation is requested, the process continues at 804 in FIG. 10 .

At 804, the method begins when the EMPD assembly 200 is in the 4x4 (second) position, i.e., the clutch ring 230 is in the 4x4 position with other axially translating components such as the clutch ring 230. , which involves determining whether the two rotating components are together. In step 804 and other steps of method 800 where it is determined whether the EMPD is at a particular location (e.g., 4x4, 4x3 or EOS), the controller determines this as described with respect to FIG. 9 above and below. As described further with respect to FIGS. 19 and 20 , the determination may be made based on the output of a position sensor (eg, position sensor 208 ). If the EMPD assembly 200 is already in the 4x4 position, at 812 the method includes outputting a 4x4 feedback signal to the external vehicle controller to inform the operator and other systems of the current 4x4 position. Alternatively, if at 804 the EMPD assembly 200 is not in the 4x4 position, at 805 current may be sent to excite the coil 220 . As previously described, energized coil 220 allows the clutch and latching ring assemblies to move in the positive axial direction. Next, at 806, the sensor 208 may detect that the EMPD assembly 200 is in the EOS position defined by the pins of the latching ring 260 coming into coplanar contact with the grooves 752 or 759. there is. If the EMPD assembly 200 has not yet reached the EOS position, at 807 a timer or other device may determine if the maximum allowable time has elapsed. As discussed above, the maximum allowable time to pulse coil 220 can help reduce degradation of coil 220 and armature 225 . If the maximum allowable time has not expired, step 806 may be repeated to continue checking whether the EMPD assembly 200 has reached the EOS position. Conversely, when the maximum allowable time has expired, at 808 current is stopped flowing to the coil 220 to de-energize the coil 220 . Furthermore, a cooling period may be initiated to allow coil 220 to cool before proceeding back to 806 .

At 806, once the EOS position is reached, at 809, the coil 220 can be de-energized. Upon de-energizing coil 220, the clutch and latching ring assemblies move axially to the 4x4 position and corresponding latching grooves. While this motion is occurring, at 810 sensor 208 may monitor the position of EMPD assembly 200 . In one example, sensor 208 may continuously output a signal corresponding to the linear relationship of graph 900 of FIG. 9 . At 811 , the method includes determining whether the EMPD assembly 200 is in the 4x4 position. If the 4x4 position has not yet been reached, the process continues at 822 to determine if a threshold (e.g., maximum) number of shift attempts has been exceeded. If the threshold number of shift attempts is exceeded, the process is terminated. Since method 800 can repeat over and over, the method can restart at 802 instead of 801 for a single drive cycle. If the threshold number of shift attempts has not been exceeded, the method loops back to 804 to determine if the EMPD is in the 4x4 position. Conversely, at 811, if the sensor 208 determines that the EMPD assembly 200 is in the 4x4 position, at 812, the method returns the method 800 by including outputting a 4x4 feedback signal to the vehicle controller and/or vehicle operator. quit

At 803, if a 4x2 operation is requested, the method 800 continues with FIG. Steps 813 - 823 of Fig. 11 may be similar to steps 804 - 812 of Fig. 10, whereas Fig. 11 focuses on shifting to the 4x2 position. Accordingly, for simplicity, brief descriptions of each of steps 813 to 821 will be presented, but reference may be made to FIG. 10 for a more thorough explanation. Referring to FIG. 11 , at 813 the method includes determining whether the EMPD assembly 200 is in the 4x2 position. Once the 4x2 position has been reached, the method may end at 821 by outputting a 4x2 feedback signal to the vehicle controller. Alternatively, at 814 the coil 220 may be energized when the EMPD assembly 200 is not in the 4x2 position. At 815, if the EMPD 200 is not at the EOS position, allow the coil to cool and adhere to the maximum allowable pulse time to allow the EMPD 200 to reach the EOS position without overheating the coil 220. Steps 816 and/or 817 may be initiated. Once EMPD 200 is in the EOS position, at 818 coil 220 can be de-energized to allow translation of EMPD 200 in the opposite negative axis direction. The position of EMPD 200 may be monitored by sensor 819 at 819 until the method determines whether EMPD 200 has reached the requested 4x2 position at 820 . If the EMPD 200 has not reached the 4x2 position, then three or four of the steps in FIG. 11 may be repeated after determining at 823 whether a threshold number of shift attempts has been reached. Alternatively, if the 4x2 position has been reached, the method 800 may end by outputting a 4x2 feedback signal to the vehicle controller at 821 .

In this way, the electromagnetic pulse separation assembly 200 can provide selective engagement between two rotating components while reducing power consumption and not relying on vacuum as a power source. A latching mechanism comprising a latching ring, a latch guide ring and a latch cam ring can hold the separator 200 in the 4x4 and 4x2 positions, so that current is provided only when shifting between the 4x2 and 4x4 positions is required. It can be. Therefore, the separator 200 can conserve power to provide a continuous current to the other separator assemblies. Moreover, the floating aspect of the coil 220 as described above (e.g., slightly movable in the axial direction) causes the coil return spring 2418 to form an air gap ( 657, it is possible to increase the durability and life of the coil 220 and the armature 2406.

Turning now to FIGS. 12-16 , embodiments of a central electromagnetic pulse separator 1802 positioned along a vehicle axle are shown. The central electromagnetic pulse separator 1802 may have similar components and functions similar to the electromagnetic pulse separator assembly described above with respect to FIGS. 2-11 . The central electromagnetic pulse separator 1802 can selectively separate the two parts of the axle shaft (eg, such as the two parts of the front axle 134 or the rear axle 132 shown in FIG. 1 ).

For example, FIG. 12 shows a schematic diagram 1800 of a first embodiment of a central electromagnetic pulse separator 1802 positioned along an axle 1804 of a vehicle. For example, axle 1804 can be the front or rear axle of a vehicle. As shown in FIG. 12 , the central electromagnetic pulse separator 1802 is positioned in the middle of the axle 1804 and spaced apart from the wheels and tires 1818 positioned at either end of the axle 1084. Axle 1804 may be coupled to half shaft 1816 at either end of axle 1804 . Each half shaft 1816 is coupled to the wheel hub 1820 by a wheel bearing 1822 and a knuckle 1824 surrounding the connecting shaft between the half shaft 1816 and the wheel hub 1820. As shown in FIG. 12 , a center electromagnetic pulse splitter 1802 is provided in a differential 1806 (which may be, for example, front differential 122 or rear differential 121 shown in FIG. 1 ). positioned on one side. In alternative embodiments, the central electromagnetic pulse separator may be positioned on the opposite side of the differential 1806, as shown in FIG. 15 described further below.

The differential 1806 is coupled directly to the propeller shaft 1814. Propeller shaft 1814 may be part of, or coupled to, a front or rear drive shaft of a vehicle (eg, such as front drive shaft 133 or rear drive shaft 131 shown in FIG. 1 ). Accordingly, rotational force is transferred from the vehicle drive shaft to the differential 1806. A differential 1806 arranged along the axle 1804 then distributes the torque to each of the wheels coupled to the axle 1804. The differential 1806 is coupled on the first side to a stub shaft 1812, which is part of the axle 1804 and coupled directly to one of the half shafts 1816. The differential 1806 is coupled directly to the intermediate shaft 1810 of the axle 1804 on the second side opposite the first side.

Intermediate shaft 1810 is further coupled to central electromagnetic pulse separator 1802. The central electromagnetic pulse separator 1802 is also coupled to a coupler shaft 1808, which coupler shaft 1808 is directly coupled to the other of the half shafts 1816. Accordingly, the central electromagnetic pulse separator can optionally isolate the two rotating components from each other, the coupler shaft 1808 connected to the first wheel 1801 and the differential 1806 and therefore the propeller shaft ( 1814) is an intermediate shaft 1810 coupled to the drive shaft of the vehicle.

The central electromagnetic pulse separator 1802 consists of one separate unit opposite the two units of the hub lock system with one assembly on each wheel. Since only one separation unit is used, only one wheel (e.g., the first wheel 1801) can be separated while the other wheel (e.g., the second wheel 1803) remains connected ( eg in the driving portion of the axle 1804). For example, the central electromagnetic pulse separator 1802 shown in FIG. 12 may separate the first wheel 1801 from the drivetrain while the second wheel 1803 is still coupled to the drivetrain. The second wheel 1803 and the stub shaft 1812 connected adjacent to the half shaft 1816 rotate together and likewise the separated coupler shaft 1808 adjacent to the half shaft 1816 and the first wheel 1801 rotate together. rotate Intermediate shaft 1810 rotates at the same speed as half shaft 1816 connected to wheel 1803 and stub shaft 1812, but in the opposite direction due to differential bevel gears. Since the average speed of intermediate shaft 1810 and stub shaft 1812 may be approximately zero, differential carrier and propeller shaft 1814 do not move. The central electromagnetic pulse separator 1802 may provide advantages over wheel end separators, such as reduced overall size, reduced cost, simplified implementation, and reduced shifting noise. Further, as shown in FIG. 12 , the central electromagnetic pulse separator 1802 and differential 1806 may be coupled to the axle housing 1826 . The central electromagnetic pulse separator 1802 includes an actuator 1828 that selectively engages and disengages the coupled shaft 1808 and intermediate shaft 1810, as described further below with respect to FIGS. 17-24. include

13 shows a schematic diagram 1900 of a second embodiment of a central electromagnetic pulse separator 1802 positioned along an axle 1804 of a vehicle. As shown in FIG. 13 , axle 1804 (specifically, intermediate shaft 1810 of axle 1804 ) is positioned through engine oil pan 1902 . The central electromagnetic pulse separator 1802 is positioned on the first side of the engine oil pan 1902, while the differential 1812 is positioned on the second side of the engine oil pan 1902, Side 2 is opposite side 1 along the length of axle 1804.

14 shows a schematic diagram 2000 of a third embodiment of a central electromagnetic pulse separator 1802 positioned along an axle 1804 of a vehicle. The third embodiment is similar to the first embodiment shown in FIG. 12 . However, as shown in FIG. 14 , half shafts 2002 may be longer than half shafts 1816 in FIG. 12 . The central electromagnetic pulse separator 1802 is positioned closer to the differential 1806 along the intermediate shaft 2004. Accordingly, the intermediate shaft 2004 of FIG. 14 is shorter than the intermediate shaft 1810 of FIG. 12 . Moreover, the overall length of axle 1804 can be shorter in FIG. 14 than in FIG. 12 . In this way, the central electromagnetic pulse separator 1802 and differential 1806 can be positioned closer to each other or farther from each other along the axle 1804.

15 shows a schematic diagram 2100 of a fourth embodiment of a central electromagnetic pulse separator 1802 positioned along an axle 1804 of a vehicle. In the fourth embodiment, the engine oil pan 1902 is positioned on the first side of the differential 1806 with the stub shaft 1812 passing through the engine oil pan 1902. The central electromagnetic pulse separator 1802 is positioned on the second side of the differential 1806 and drives the second wheel 1803 to the drivetrain (as shown previously in FIGS. 12-14, the first wheel ( 1801) instead).

16 shows a schematic diagram 2200 of a fifth embodiment of a central electromagnetic pulse separator 1802 positioned along an axle 1804 of a vehicle. However, in FIG. 16 , axle 1804 is a monobeam axle coupled directly to joint 2202 of wheel hub 1820 but not coupled to a half shaft. Accordingly, the central electromagnetic pulse separator 1802 shown in FIG. 16 selectively separates the coupler shaft 1808 and intermediate shaft 1810 of the monobeam axle 1804.

Embodiments of a central electromagnetic pulse separator that can be positioned at one or more of the locations shown in FIGS. 13-16 are shown in more detail in FIGS. 17-23 . It should be noted that the central EMPD embodiments described below with respect to FIGS. 17-24 may be positioned at additional or alternative locations to those of FIGS. 13-16 along the vehicle axle. 17-24 may include components similar to those described with respect to FIGS. 2-11 above. Accordingly, like components are numbered like and may function as described above with respect to FIGS. 2-11 . Therefore, the central electromagnetic pulse separator may operate similarly to that described with respect to FIGS. 2-11 above. For the sake of simplicity, common components between FIGS. 17-24 and 2-11 may not be fully recapitulated below.

17-20 show a first embodiment of a central EMPD 1702. Specifically, FIG. 17 shows a schematic diagram 1700 of an exterior view of central EMPD 1702 . 18 shows an exploded view of the central electromagnetic pulse separator 1702. 19 is a cross-section 1950 of the central electromagnetic pulse separator 1702, including additional detail 2420 of the position sensor assembly (eg, including position sensor 208 and magnets 212). shows 20 shows a detailed view of the position sensor assembly and clutch ring 230 relative to the coupler shaft 1808 and intermediate shaft 1810 for different shift positions of EMPD 1702. Specifically, a 4x2 position is shown at 2020, a 4x4 position is shown at 2022, an End of Shift (EOS) position is shown at 2024, and a block shift position is shown at 2014. The following is described with respect to FIGS. 18 , 19 and 20 .

The central EMPD 1702 includes an outer housing 2306 that includes a base housing 2302 and a cover housing 2304. The outer housing 2306 encloses all of the internal components of the central electromagnetic pulse separator 1702 (and completely encloses it on all sides), as shown in FIG. 19 . Accordingly, external dust and debris do not enter the outer housing 2306, thereby increasing life, reducing degradation, and improving operation of the EMPD 1702. The base housing 2302 is coupled to the cover housing 2304 via a plurality of fasteners 2309. Additionally, cover housing 2304 includes electrical connections 2307 for connecting controller 2414 (as shown in FIG. 18 ) to an external source, such as a vehicle controller and/or power source. The central electromagnetic pulse separator 1702 further includes an intermediate shaft 1810 and a coupler shaft 1808, and the central electromagnetic pulse separator selectively separates the intermediate shaft 1810 and the coupler shaft 1808.

The clutch ring 230 is shifted between positions by cams rotated by the axle shaft. In this type of separation, there is no motor or force providing a mechanism other than that provided by the axle shaft itself. Since the axles are always rotating as the vehicle travels the road, selection of rotational force is achieved by providing a selectable force path to the non-moving vehicle structure that acts as a responsive member to the forces acting on the clutch ring 230. When a reaction member is present, clutch ring 230 is moved between modes (eg, 4x4 and 4x2). If the reaction member is not present, the clutch ring 230 and shift assembly 2402 remain in the last commanded position.

18 shows housing washer 2315 positioned between base housing 2302 and cover housing 2304 when EMPD 1702 is assembled. The intermediate shaft includes a gear portion 2314 that includes a plurality of teeth for engaging complementary teeth of clutch ring 230 (e.g., the row of teeth on clutch ring 230 is attached to base housing 2302). close). 18 also shows a series of component seals 2310 (to keep contaminants out of the inner side of the separator), a needle bearing 2311 (to support the intermediate shaft 1810), a thrust spacer ) 2312 (which positions intermediate shaft 1810 (via retaining ring 2313) and armature 2406 axially inward) and base housing 2302 and intermediate shaft 1810 Retaining ring 2313 (which retains intermediate shaft 1810 within the separation) is shown positioned proximate to . Coupler shaft 1808 includes a gear portion 2416 that includes a plurality of teeth adapted to engage clutch ring 230 when the EMPD is in the 4x4 position. The EMPD 1702 further includes a series of seals, a sealed ball bearing 2417 and a seal slinger 2418 (to prevent large contaminants from reaching the bearings) adjacent to the cover housing 2304.

2-11, shift assembly 2402 is comprised of cam 2404, armature 2406, clutch ring 230, shifter 2416, and block shifter spring 2408. . A portion of the clutch ring 230 is arranged such that the sliding teeth always engage the intermediate shaft 1810. Intermediate shaft 1810 is redirected through the differential bevel gears to the opposite axle half shaft and wheel, causing clutch ring 230 to also rotate. Another portion of clutch ring 230 is arranged to have sliding teeth that engage coupler shaft 1808 in one position (eg 4x4) and disengage in another position (eg 4x2). The shifter 2416 is coupled to a clutch ring 230 that has a cage portion 2417 that rotates with it, with high and low points (eg, on guide portion 2415). Accordingly, shifter 2416 and clutch ring 230 together as a unit rotate about central axis 215 and translate back and forth along axial direction 203 . Cam 2404 is aligned with guide portion 2415 of shifter 2416 such that the guides of shifter 2416 move along the cam ramps of cam 2404 . Moreover, the armature 2406 is secured to the cam 2404.

Armature cam assembly 2405 (armature 2406 and cam 2404) are in close proximity to stationary electromagnetic coil 220 and are separated by a small air gap. Coil return spring 2418 may also be included proximate to coil 220 . When the coil 220 is energized, the coil 220 translates axially toward the metallic armature 2406 (while the armature 2406 remains stationary in the axial direction), and after the air gap is closed, the armature ( 2406). The contact friction generated from the electromagnetic force when the air gap is closed is sufficient to slow or stop rotation of the armature cam assembly 2405. When armature cam assembly 2405 is rotating more slowly than shifter 2416 is rotating, the cam ramps of cam 2404 generate a force against the guides of shifter 2416, which forces the shifter Causes 2416 to move away from cam 2404. This motion subsequently acts on clutch ring 230 to shift from the 4x2 position to the 4x4 position by causing shifting from the disengaged position to the engaged position in the positive axial direction. The shifting process and corresponding interaction of the components of central EMPD 1720 serves the same function as described with respect to FIGS. 2-11 above.

Detail 2420 of FIG. 19 illustrates the positioning of position sensor 208 within EMPD 1702 . Specifically, the position sensor 208 is coupled to the bottom surface of the PCB 207. The position sensor 208 is further disposed directly above the latching ring housing 263 (with respect to the vertical direction, this vertical direction is the axial direction and perpendicular to the ground on which the vehicle on which the EMPD is installed is located). In other words, with respect to the central axis 215 , the position sensor 208 is arranged radially outward from the latching ring housing 263 . As previously described with respect to FIGS. 2-4 , the latching ring housing 263 includes two magnets 212 arranged and embedded in the upper surface of the latching ring housing 263 (but other numbers of magnets are possible). ), and this upper surface faces the position sensor 208 and the PCB 207. The two magnets are on opposite sides of the top lug 213 of the latching ring housing 263, spaced some distance apart. As shown in detail view 2420, the two magnets 212 are self-embedded within the lug 213 and its north pole with the first of the two magnets pointing outward towards the position sensor 208. and the second of these two magnets has its south pole pointing outward towards the position sensor 208 and its north pole embedded within the lug 213 . The axial position of the two magnets relative to the stationary sensor 208 (e.g., the PCB 207 is stationary and does not translate axially) then determines the magnetic field strength measured by the sensor, so that the sensor output is It is possible for the controller to determine the shift position of EMPD 1702.

As previously described, when the field strength is equal to the first predetermined value, the shifting assembly 2402 is in the 4x4 position. When this field is at a second value less than the first value, shifting assembly 2402 is in the 4x2 position. Therefore, this position is fed back to the controller 2414. Controller 2414 may then energize coil 220 upon request to make a shift to the commanded mode. It is recognized that the sensor 208 and magnets 212 include a switching system and may be replaced by other types of switching systems, such as a snap switch and actuation points, a contact wiper following an encoder, or an optical switch. do.

20 shows the relative positioning of the position sensor 208 and magnets 212 at different shift positions. The magnets 212 include a first magnet 2011 that is axially closer to the coil 220 than the second magnet 2012. In other words, of the magnets 212, the second magnet 2012 is closer to the return spring 2410 than the first magnet 2011. Diagram 2020 shows EMPD 1702 in the 4x2 position with clutch ring 230 only coupled to intermediate shaft 1810 and not coupled to coupler shaft 1808. The second magnet 2012 is positioned proximate to the position sensor 208 (eg, directly below and in line with the position sensor 208 ). Accordingly, the position sensor 208 is closer to the second magnet than to the first magnet 2011 . Accordingly, the position sensor 208 outputs a first signal indicating that the EMPD is positioned at the 4x2 position.

Diagram 2022 shows EMPD 1702 in the 4x4 position with clutch ring 230 coupled to both intermediate shaft 1810 and coupler shaft 1808. In this position, the latching ring housing 263 is pushed farther in the positive axial direction than it is in the 4x2 position. The position sensor 208 is positioned approximately equidistant between the first magnet 2011 and the second magnet 2012 . Accordingly, the position sensor 208 may sense both magnets 212 and output a second signal indicating that the EMPD is positioned at the 4x4 position. As described with reference to FIG. 9 above, the second signal may be a higher voltage percentage than the first signal.

Diagram 2024 shows EMPD 1702 in the EOS position with the clutch ring still engaged to both intermediate shaft 1810 and coupler shaft 1808. However, in this position, the latching ring housing 263 is pushed much farther in the positive axial direction so that the first magnet 2011 is aligned almost vertically with the position sensor 208. In other words, the first magnet 2011 can be as close as it can to the position sensor 208 while the second magnet can be the farthest it can be from the position sensor 208 . Accordingly, the position sensor outputs a third signal indicating that the EMPD is at the EOS position. As described with respect to FIG. 9 above, the third signal may be a higher voltage percentage than the second signal.

Diagram 2026 shows EMPD 1702 in a block shift position where clutch rings 230 cannot shift because the clutch teeth are misaligned or engaged. This allows the block shift spring 2408 to deflect and allow the shifter assembly to complete the commanded motion. When the teeth are aligned or the engagement is removed, the spring will force the clutch ring into the desired position. In this position, the first magnet 2011 and the second magnet 2012 are approximately equidistant from the position sensor 208 in the axial direction. In this position, as shown in diagram 2026, the shifter assembly completes its commanded motion and stops at the 4x4 position. Once the clutch ring and coupler shaft splines are aligned, shift spring 2408 engages the clutch ring and transmits torque to the wheels.

In addition to normal operation, controller 2414 can be configured to detect various types of faults and take corrective actions. A shift assembly 2402 that does not move within an expected period of time can be detected as defective, for example. This condition may be corrected by a variety of means including repeating coil pulses until the commanded mode is achieved.

Additional arrangements of controller 2414 may include other sensor types including, but not limited to, axle speed sensors. Information from these sensors can be used to further refine the shifting algorithm under certain vehicle circumstances, such as disallowing mode shifts when the vehicle is stationary or moving at high speed.

21-23 show a second embodiment of a central EMPD 2120 that includes only one housing (e.g., one integrated and continuous housing formed from a single piece) but which can be integrated with a stub axle. . 21 shows an isometric exterior view of EMPD 2120 , FIG. 22 shows a side exterior view of EMPD 2120 , and FIG. 22 shows a cross-sectional interior view of EMPD 2120 . EMPD 2120 includes the same internal components as shown in FIGS. 18-20. Accordingly, the components have been similarly numbered and will not be described again. Moreover, not all components have been numbered since they are the same as in FIGS. 18-20 .

As shown in FIGS. 21 and 22, EMPD 2120 is a single, continuous structure that completely houses and encloses the internal components of EMPD 2120 (such as those shown in FIGS. 18 and 19). housing 2122. Housing 2122 further includes sloped flanges 2124 positioned proximate coupler shaft 1808 . Beveled flanges 2124 extend around the circumference of the portion of housing 2122 that surrounds coupler shaft 1808 . Additionally, flanges 2124 are formed from housing 2122 and between the narrower portion of housing 2122 surrounding coupler shaft 1808 and the wider portion of housing 2122 surrounding intermediate shaft 1810. extends outward As shown in FIG. 23 , in addition to the components described with respect to FIGS. 2-8 and 18-20 above, EMPD 2120 also provides interfacing for coupling EMPD 2120 to a vehicle while also providing an EMPD Includes a coupling flange 2321 that holds the internal components of 2120 in place. In alternative embodiments, housing 212 may not include flanges 2124 .

24 shows a third embodiment of a central EMPD 2420 that includes only one housing (e.g., one integral and continuous housing formed from a single piece). Schematic 2422 shows an isometric exterior view of EMPD 2420 and schematic 2424 shows a cross-sectional interior view of EMPD 2420 . EMPD 2420 includes the same internal components as shown in FIGS. 18-20. Accordingly, the components have been similarly numbered and will not be described again. Moreover, not all components have been numbered as they are the same as those shown in FIGS. 18-20 .

As shown in FIG. 24, EMPD 2420 is a single continuous housing 2416 that completely houses and encloses the internal components of EMPD 2420 (such as those shown in FIGS. 18 and 19). includes Housing 2426 further includes sloped flanges 2428 positioned proximate coupler shaft 1808 . Beveled flanges 2428 extend around the circumference of the portion of housing 2426 that surrounds coupler shaft 1808 . In addition, flanges 2428 form a narrower portion of housing 2426 from housing 2426 and surrounding coupler shaft 1808 and housing 2426 surrounding larger diameter internal components of EMPD 2420. ) extends outward between the wider parts of the As shown in schematic diagram 2424, in addition to the components described above with respect to FIGS. 2-8 and 18-20, EMPD 2420 also includes interfacing to couple EMPD 2420 to a vehicle. It includes a coupling flange 2421 that provides and holds the internal components of EMPD 2420 in place. Both housings 2120 and 2422 each include one side that is open and unsealed, as described above with respect to FIGS. 21-23 and 24 . Accordingly, the housing portion may be removed and the separator bolted to and sealed against one side of a powertrain component such as a differential or oil pan.

Additional components not described herein may be included in the central electromagnetic pulse separators of FIGS. 17-24 . Moreover, additional components shown in FIGS. 2-8 may be included in the central electromagnetic pulse separators of FIGS. 17-24. Moreover, the components of the central electromagnetic pulse separator described above with respect to FIGS. 17 to 24 may also be included in the embodiments shown in FIGS. 2 to 8 .

As an example, a method of operating a separate assembly of shafts is: via an electromagnetic coil that generates an axial force via an armature cam assembly comprising a series of bi-directional ramps interfacing with the axially extending guides of the shifter mechanism. driving a shifter mechanism from a first self-locking position to a second self-locking position, wherein the coil is energized only during transitions between the first self-locking position and the second self-locking position; and the second self-locking position includes a shaft engaging position and a shaft disengaging position. As an example, a clutch ring comprising a plurality of teeth to selectively engage a shaft is coupled to a shifter mechanism and driving the shifter mechanism causes the clutch ring and a latching ring positioned adjacent to the shifter mechanism to be independent of each other. while rotating, translating together the clutch ring and the latching ring axially in the direction of the central axis of the separation assembly between the first self-locking position and the second self-locking position. Furthermore, the shifter mechanism can be maintained in the first self-locking position and the second self-locking position without activating the electromagnetic coil. The method further includes rotating the armature cam assembly with the shifter mechanism when the electromagnetic coil is de-energized and the disconnect assembly is in the first self-locking position. In another example, the method includes activating and then deactivating a coil to transition the shifter mechanism from a first self-locking position to a second self-locking position and moving the shifter mechanism from the second self-locking position to the first self-locking position. Further comprising activating and deactivating the coil to make the transition. In another example, the method includes maintaining the shifter mechanism in a first self-locking position or a second self-locking position when the coil is de-energized, even when transmitting and not transmitting torque and rotation of the shaft through the assembly. Include more steps. As an example, the engagement and disengagement of the shaft is assisted through rotational motion of the shaft and the electromagnetic coil is counteracted by a mechanical biasing force.

In another embodiment, an electromagnetic pulse separation assembly includes: an electromagnetic coil selectively excited by a pulsed current; A shift assembly including a metal armature secured to a cam containing a series of bi-directional ramps, a shifter including a plurality of axially extending guides interfacing with the cam between each ramp of the series of bi-directional ramps, and a clutch ring coupled to the shifter. ; and a latching ring assembly comprising a latching track profile including a first self-locking position and a second self-locking position. As one example, the shifter and clutch ring translate axially about a central axis of the electromagnetic pulse separation assembly and rotate as a unit about the central axis. As another example, the latching ring assembly further includes a latching ring housing including a latching ring including a plurality of pins arranged around an outer circumference of the latching ring and a stepped recess for retaining the latching ring, the latching ring housing and the latching ring housing. The ring is axially translatable with the shifter. As an additional example, the latching ring housing is rotatably fixed and includes embedded magnets that generate a detectable magnetic field separate from the localized magnetic field produced by the electromagnetic coil. In one example, the electromagnetic pulse separation assembly further includes a stationary magnetic position sensor that detects the magnetic fields of the magnets to determine the shift position of the electromagnetic pulse separation assembly. As another example, a latching ring assembly may include a latch cam ring comprising a first series of teeth defining a first track face and a second series of teeth offset from the first set and defining a second track face. and a latch guide ring comprising teeth, the first track face and the second track face forming a latching track profile. Additionally, a plurality of pins are positioned between the first track face and the second track face within the latching track profile, the latch cam ring and the latch guide ring are fixed, and the latching ring is rotatable about a central axis and rotates about a central axis. It is possible to move forward along the In another example, the latch cam ring circumferentially surrounds the shifting assembly and the first track face is shaped to contact a plurality of pins of the latching ring and hold the pins in a first self-locking position and a second self-locking position. ) further includes a plurality of grooves. Furthermore, the armature is magnetically attracted to the electromagnetic coil when the coil is energized and the electromagnetic coil includes one or more springs to maintain an air gap between the electromagnetic coil and the armature when the coil is de-energized. In another example, the electromagnetic pulse separation system further includes an outer housing disposed along a midway portion of an axle of the vehicle, the outer housing completely housing the electromagnetic coil, shift assembly, and latching ring assembly, the clutch ring extending along the midway portion of the axle. Selectively engage the shaft and coupler shaft.

In yet another embodiment, a method of selectively engaging two rotating components with a separation assembly includes: during a first mode, the clutch ring in a first position via pins of the latching ring contacting first grooves in the latch cam ring. retaining, wherein the latching ring is translatable with the clutch ring along a central axis of the separation assembly; Upon receipt of a command to shift into the second mode, it energizes the electromagnetic coil to magnetically pull the armature fixed to the cam and translate the shifter fixed to the clutch ring to the end position of the shift, whereby the coil is de-energized. and the spring pushes the clutch ring into a second position where the pins contact second grooves in the latch cam ring to hold the clutch ring in the second position; and upon receipt of a command to shift to the first mode, energize the electromagnetic coil to translate the clutch ring to the end position of the shift, whereby the coil is de-energized and the spring maintains the clutch ring in the first position. and pushing the clutch ring into a first position where the pins contact the first grooves. As one example, the shifter and clutch ring translate to the end position of the shift, rotate the latching ring and move the pins along the latching track profile and along the latch guide ring to bring the pins into contact with the end grooves of the shift in the latch guide ring. Sliding against the first surface, the second track face of the latch cam ring and the first track face of the latch guide ring form a latching track profile. As another example, the method may, upon de-energizing the electromagnetic coil, rotate the latching ring and move the pins along the latching track profile and to the second track of the latch cam ring to contact the pins to one of the first grooves or the second grooves. The step of sliding against the surface is further included. Moreover, the first mode is a two wheel drive mode in which the clutch ring is engaged to only one of the two rotating components and the second mode is a four wheel drive mode in which the clutch ring is engaged to both of the two rotating components. As another example, the method further includes receiving, at the separator controller of the separator assembly, commands from the vehicle controller to shift into the first mode and the second mode. In another example, the method may include a first position, a second position and an end position of the shift and any position of the clutch ring between or beyond the first position, the second position and the end position of the shift, the disconnection unit and detecting with a position sensor in electrical communication with the controller.

It will be appreciated that the configurations and routines disclosed herein are illustrative in nature and should not be regarded in a limiting sense as these particular embodiments are capable of numerous variations. The patent subject matter of the present invention includes all novel and nonobvious combinations and sub-combinations of the various systems and configurations and other features, functions and/or properties disclosed herein.

The following claims particularly refer to explicit combinations and sub-combinations which are regarded as novel and non-obvious. These claims may refer to “an” element or “a first” element or equivalents thereof. It should be understood that such claims include the incorporation of one or more such elements, but do not require or exclude two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements and/or properties may be claimed through amendment of the present claims in this or related application or through presentation of new claims. Such claims, whether broader, narrower, identical or different in scope to the original claims, are also deemed to be included within the subject matter of this invention.

Claims (20)

A method of operating an electromagnetic coil assembly comprising:
In response to excitation of the electromagnetic coil of the electromagnetic coil assembly, translating the electromagnetic coil toward the magnetic armature along the central axis while maintaining the magnetic armature fixed along the central axis of the electromagnetic coil assembly. A method of operating an electromagnetic coil assembly that According to claim 1,
Translating the electromagnetic coil may include moving the electromagnetic coil toward the magnetic armature along the central axis to fill an air gap between the electromagnetic coil and the magnetic armature so that the electromagnetic coil directly contacts the magnetic armature. A method of operating an electromagnetic coil assembly comprising translating. According to claim 2,
When filling the air gap, reducing the rotational speed of the magnetic armature to activate a secondary mechanism coupled with the magnetic armature. According to claim 1,
The method of operating an electromagnetic coil assembly further comprising supplying a current to the electromagnetic coil to excite the electromagnetic coil. According to claim 4,
and reducing the amount of current supplied to the electromagnetic coil as a function of an air gap distance between the electromagnetic coil and the magnetic armature as the electromagnetic coil translates closer to the magnetic armature. how to make it work. According to claim 4,
during the translational movement, when an air gap between the electromagnetic coil and the magnetic armature becomes zero, reducing the amount of the current supplied to the electromagnetic coil. According to claim 4,
stopping the supply of current to de-energize the electromagnetic coil and translate the electromagnetic coil out of contact with the magnetic armature and away from the magnetic armature. According to claim 1,
The electromagnetic coil assembly is part of an electromagnetic pulse separator coupled directly to a cam including a plurality of ramps on which the magnetic armature interfaces with guides of a shifter and a clutch ring to the shifter. A method of operating an electromagnetic coil assembly to which a clutch ring is coupled. According to claim 8,
The translating the electromagnetic coil may include translating the electromagnetic coil toward the magnetic armature along the central axis to fill an air gap between the electromagnetic coil and the magnetic armature so that the electromagnetic coil directly contacts the magnetic armature. and the method further comprising the plurality of guides to reduce the rotational speed of the magnetic armature and thereby translate the shifter and clutch ring away from the cam along the central axis when the air gap is filled. A method of operating an electromagnetic coil assembly further comprising sliding along the ramps. As an electromagnetic coil assembly:
an electromagnetic coil adapted to translate axially with respect to a central axis of the electromagnetic coil assembly; and
and a magnetic armature fixed to the translational movement in the axial direction, wherein an air gap is positioned between the electromagnetic coil and the magnetic armature when the electromagnetic coil is de-energized, and when the electromagnetic coil is excited, the electromagnetic coil An electromagnetic coil assembly that translates toward the magnetic armature to fill the air gap. According to claim 10,
and a contact assembly adapted to rotatably couple the electromagnetic coil and electrically connect the electromagnetic coil to a controller. According to claim 11,
The contact assembly includes first and second legs coupled to the electromagnetic coil, each of the first and second legs electrically coupling the electromagnetic coil to a corresponding terminal of the controller. and wherein the electromagnetic coil assembly further includes a third leg comprising a third coil return spring coupled to the electromagnetic coil and not electrically coupling the electromagnetic coil to the controller, wherein the first, The coil return springs of the second and third legs provide a balanced spring force to maintain the air gap when the electromagnetic coil is de-energized. According to claim 10,
and further comprising a coil return spring positioned proximate to the electromagnetic coil and surrounding a portion of the electromagnetic coil, wherein the coil return spring maintains the air gap when the electromagnetic coil is de-energized. According to claim 10,
The magnetic armature is coupled with a cam including a series of bi-directional ramps, the electromagnetic coil assembly further including a shifter, the shifter between each ramp of the series of bi-directional ramps and a clutch ring coupled to the shifter. An electromagnetic coil assembly including a plurality of axially extending guides interfacing with the cam at . 15. The method of claim 14,
The electromagnetic coil assembly is part of an electromagnetic pulse separator, wherein a clutch ring is coupled to the shifter. As an electromagnetic coil assembly:
An electromagnetic coil comprising a plurality of legs adapted to translate axially with respect to a central axis of the electromagnetic coil assembly and spaced on a circumference around an exterior of the electromagnetic coil, wherein the plurality of legs each leg of the s includes a spring providing at least one of a coil return force and electrical connection to the electromagnetic coil; and
A magnetic armature fixed in translational movement in the axial direction, wherein an air gap is located between the electromagnetic coil and the magnetic armature when the electromagnetic coil is de-energized, and when the electromagnetic coil is excited, the electromagnetic coil is An electromagnetic coil assembly including the magnetic armature translated toward the armature to fill an air gap. 17. The method of claim 16,
wherein the electromagnetic coil is rotatably coupled and a first spring of a first leg of the plurality of legs and a second spring of a second leg of the plurality of legs are adapted to be electrically connected to a controller. 18. The method of claim 17,
A third spring of a third leg of the plurality of legs does not electrically couple the electromagnetic coil to the controller, and the first, second and third springs close the air gap when the electromagnetic coil is de-energized. An electromagnetic coil assembly that provides a balanced spring force to maintain 17. The method of claim 16,
The spring of each leg is a linear spring and a first end of the spring is coupled to the electromagnetic coil and a second end of the spring interfaces with an axial plane of the magnetic armature. 17. The method of claim 16,
The magnetic armature is coupled with a cam comprising a series of bi-directional lamps, the electromagnetic coil assembly further comprising a shifter, the shifter between each lamp of the series of bi-directional lamps and a clutch ring coupled to the shifter, the cam An electromagnetic coil assembly including a plurality of axially extending guides interfacing with an electromagnetic coil assembly.

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