English:
[0007] FIG. 3 schematically illustrates a controller for the residual magnetic device of
[0008] FIG. 4 schematically illustrates a microcontroller of the controller of FIG. 3.
[0012] FIGS. 8 and 9 are side views of a rotation blocking system with a residual magnetic device according to one embodiment of the invention.
[0013] FIG. 10 is a side view of a rotation blocking system with a residual magnetic locking device with a break-over mechanism according to one embodiment of the invention.
[0015] FIG. 12 is an exploded view of the rotation blocking system of FIG. 11.
[0017] FIG. 15 is a cross-sectional view of the rotation blocking system of FIG. 11 in an unlocked state.
[0018] FIG. 16 is a cross-sectional view of the rotation blocking system of FIG. 11 in a locked stated.
[0024] FIG. 22 illustrates a pivoting residual magnetic axial latch in an engaged state according to one embodiment of the invention.
[0025] FIG. 23 illustrates the pivoting residual magnetic axial latch of FIG. 22 in a disengaged state.
[0026] FIG. 24 illustrates a pivoting residual magnetic axial latch in an engaged state according to one embodiment of the invention.
[0027] FIG. 25 illustrates the pivoting residual magnetic axial latch of FIG. 24 in an engaged state.
[0028] FIG. 26 illustrates the pivoting residual magnetic axial latch of FIG. 24 in a disengaged state.
[0029] FIG. 27 illustrates a non-integrated pivoting residual magnetic axial latch in an engaged state according to one embodiment of the invention.
[0030] FIG. 28 illustrates the non-integrated pivoting residual magnetic axial latch of
[0031] FIG. 29 illustrates the non-integrated pivoting residual magnetic axial latch of
[0033] FIG. 31 illustrates the non-integrated pivoting residual magnetic axial latch of
[0034] FIG. 32 illustrates the non-integrated pivoting residual magnetic axial latch of
[0035] FIG. 33 illustrates another non-integrated pivoting residual magnetic axial latch in an engaged state according to an embodiment of the invention.
[0036] FIG. 34 illustrates the non-integrated pivoting residual magnetic axial latch of
[0037] FIG. 35 illustrates the non-integrated pivoting residual magnetic axial latch of the FIG. 33 in an engaged state.
[0038] FIG. 36 schematically illustrates a clutch system with a residual magnetic device in a disengaged state according to one embodiment of the invention.
[0039] FIG. 37 schematically illustrates the clutch system of FIG. 36 in an engaged state.
[0040] FIG. 38 illustrates a variable reluctance rotary torque actuator with a residual magnetic latch according to one embodiment of the invention.
[0042] FIG. 40 illustrates the rotary torque actuator of FIG. 38 in an engaged state.
[0046] FIG. 44 illustrates a front view of a gear-driven latch system with residual magnetic device in an engaged state according to one embodiment of the invention.
[0049] FIG. 47 illustrates a front view of the gear-driven latch system of FIG. 44 with the residual magnetic device in a disengaged state.
[0050] FIG. 48 illustrates a front view of a linkage latch system with a residual magnetic device in a disengaged state according to one embodiment of the invention.
[0052] FIG. 50 illustrates a front view of a linkage latch system with a residual magnetic device in an engaged state according to one embodiment of the invention.
[0053] FIG. 51 illustrates a front view of the linkage latch system of FIG. 50 with the residual magnetic device in a disengaged state.
[0054] FIG. 52 illustrates a front view of the linkage latch system of FIG. 50 with the residual magnetic device is a reset engaged state.
[0059] FIG. 57 illustrates a wrap spring device with a residual magnetic device according to one embodiment of the invention.
[0060] FIG. 58 illustrates a front view of the wrap spring device of FIG. 57.
[0061] FIG. 59 illustrates a cross-sectional view of the wrap spring device of FIG. 57.
[0062] FIG. 60 illustrates a cross-sectional view of a cam clutch/brake device with a residual magnetic device according to one embodiment of the invention.
[0063] FIG. 61 is a perspective view of a vehicle that can include one or more embodiments of the residual magnetic devices of FIGS. 1-83.
[0064] FIG. 62 is a schematic view of a building including doors and/or windows locked with one or more embodiments of the residual magnetic devices of FIGS. 1-83.
[0065] FIG. 63 illustrates a perspective view of a ball and ramp brake system with a residual magnetic device according to one embodiment of the invention.
[0066] FIG. 64 illustrates a side view of the ball and ramp brake system of FIG. 63 with an enclosure of the ball and ramp brake system removed.
[0068] FIG. 66a illustrates a front view of a bottom ramp plate of the ball and ramp brake system of FIG. 63.
[0069] FIG. 66b illustrates a perspective view of a bottom ramp plate of the ball and ramp brake system of FIG. 63.
[0074] FIG. 70 illustrates a cross-sectional perspective view of the ball and ramp brake system of FIG. 63.
[0075] Before any embodiments of the invention are explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The invention is capable of other embodiments and of being practiced or of being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limited. The use of "including," "comprising" or "having" and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. The terms "mounted," "connected" and "coupled" are used broadly and encompass both direct and indirect mounting, connecting and coupling. Further, "connected" and "coupled" are not restricted to physical or mechanical connections or couplings, and can include electrical connections or couplings, whether direct or indirect.
[0079] The magnetic closed path structure formed by the armature 18 and the core housing 20 is constructed from a material that acquires magnetic properties when placed in a magnetic field and retains magnetic properties after the magnetic field is removed. In some embodiments, the armature 18 and the core housing 20 are constructed of SAE 52100 alloyed steel having a hardness of approximately 40 Rc, which can develop coercive forces Hc of 20 to 25 Oersteds and residual magnetic flux densities BR as high as 13,000 Gauss when constructed with a closed magnetic path (e.g., a ring) and is exposed to a certain level of magnetic field. The armature 18 and the core housing 20 can also be constructed from other materials, such as various steel alloys, SAE 1002 steel, SAE 1018 steel, SAE 1044 steel, SAE 1060 steel, SAE 1075 steel, SAE 1080, SAE 52100 steel, various chromium steels, various tool steels, air hardenable (or A2) tool steel. In some embodiments, the armature 18 and the core housing 20 can be constructed from metal powder, such as Hoganas powered metal 03.42.1233 that includes chromium, molybdenum, nickel, graphite, and iron. One or more portions of the armature and the core housing (e.g., hard outer layers and soft inner portions) can have various hardness values, such as 20 Rc, 40 Rc, and 60 Rc. Most soft magnetic material displays a certain amount of residual or remanent magnetism (flux density). The coercive force (H axis) and residual flux density (B axis) determine whether the residual magnetic device 10 is appropriate for a particular application. In some embodiments, coercive force and flux density can vary. The greater the magnetic flux produced at the air gap and the magnetomotive force it maintains across the air gap, the greater the residual magnetic force will be for the residual magnetic device. The coercive forces can vary from 1.5 Oersteds for a soft, low-carbon steel (e.g., SAE 1002) to 53 Oersteds for a highly-alloyed steel (e.g., SAE 52100 with a hardness of 60 Rc). Other ranges of coercive forces and/or hardness values may be suitable for particular applications. Additional materials and related residual magnetic properties will be described below.
[0081] The material of the armature 18 and the core housing 20 can also be varied to change the weight and/or size of the steering column lock 12 or any other type of residual magnetic device. Whether the type of material can reduce the size and weight of the residual magnetic lock is dependant on the residual properties of the material BR and Hc- The higher the energy at the air gap provided by the material, the smaller the residual magnetic device can be. The size of the residual magnetic device can vary to accommodate weight requirements of specific applications. For example, some vehicles have weight and/or size restrictions that limit the dimensions and/or weight of the steering column lock 12. hi some embodiments, the armature 18 and the core housing 20 are constructed of SAE 52100 with a hardness of 40 Rc, and the armature 18 and the core housing 20 together can weigh up to approximately 10 pounds. Other types of materials and hardness values can also be used in the steering column lock 12 to increase or decrease the size and/or weight of the steering column lock 12.
[0082] As shown in FIGS. 2 and 5, the core housing 20 includes an inner core 20a, an outer core 20b, and a yoke 20c (which supports the inner and outer cores), and a recession or opening 2Od located between the inner core 20a and the outer core 20b. The recession 2Od holds the coil 22. In some embodiments, the coil 22 includes 21 gauge copper wiring. Other conductive wiring or mediums can also be included in the coil 22. The current supplied and the number of turns in the coil 22 determines the magnetic field and flux applied to the material of the armature 18 and core housing 20 and the corresponding engaging force between the armature 18 and the core housing 20. In some embodiments, the coil 22 includes 265 turns, although fewer or more turns could be used depending on the specific application of the lock 12 and the current levels achievable.
[0088] The state determination port 29 of the controller 24 can also use other mechanisms for determining the state of the electromagnetic assembly 26. For example, the state determination port 29 can be connected to one or more sensors, such as a Hall effect sensor that determines at least a characteristic of the magnetic flux present in the electromagnetic assembly 26. A Hall effect sensor placed in a flux path of the electromagnetic assembly 26 can sense magnetic flux values and can transmit flux values to the state determination port 29. The state determination port 29 can use the flux values to determine whether the sensed magnetic flux corresponds to a flux present when the electromagnetic assembly 26 is engaged or disengaged.
[0090] In some embodiments, the hardware interlock circuitry 30 of the controller 24 can provide safety features to help keep the lock 12 from inadvertently locking or unlocking. For example, the hardware interlock circuitry 30 can filter control signals received by the bus transceiver 36 or generated by the microcontroller 28 to ensure that invalid signals do not lock or unlock the lock 12. The hardware interlock circuitry 30 can prevent power surges or rapid control signals from unintentionally locking and/or unlocking the lock 12. Upon detecting an invalid signal, the hardware interlock circuitry 30 can disable operation of the lock 12 until the controller 24 is reset or repaired, if necessary. In some embodiments, when power is provided to the controller 24, the hardware interlock circuitry 30 can disable operation of the electromagnetic assembly 26 until operational checks are performed and passed (e.g., supplied voltage is within a valid range, an appropriate state of the electromagnetic assembly 26 is determined, etc.). In one embodiment, the hardware interlock circuitry 30 can be disabled during a set-up phase of the controller 24 and can later be initiated and set for operation.
[0091] The controller 24 is not limited to the components and modules illustrated and described above. The functionality provided by the components described above can also be combined in a variety of ways. In some embodiments, the controller 24 can provide tamper- proof functionality, such that unauthorized locking or unlocking of the lock 12 cannot be accomplished by modifying the stored state of the electromagnetic assembly 2b or the locking and unlocking process provided by the controller 24.
[0092] In some embodiments, as shown in FIG. 4, the microcontroller 28 can include a transceiver 40, a state tool module 41, a processor 42, and a memory module 43. The microcontroller 28 can also include more or fewer components and the functionality provided by the components listed above can also be combined and distributed in a variety of ways. The microcontroller 28 can receive and send signals through the transceiver 40. hi some embodiments, the transceiver 40 includes a universal asynchronous receiver/transmitter that allows the microcontroller 28 to asynchronously receive and transmit control and/or status signals. The state tool module 41 can include amplifiers, converters (e.g., an analog to digital converter), or other tools for processing state determination signals sent and received over the state determination port 29. The processor 42 can include a microprocessor, an application specific integrated circuit or other mechanisms for receiving input and processing instructions. In some embodiments, the processor 42 can issue instructions or control signals that are output by the transceiver 40 and transmitted to the bus transceiver 36, the power supply 35, the power supply control module 34, state determination port 29, and/or the hardware interlock circuitry 30. The control signals can be used to report the state of the electromagnetic assembly 26, change the state of the electromagnetic assembly 26, and/or determine the state of the electromagnetic assembly 26.
[0093] The memory module 43 can include non-volatile memory, such as one of or combinations of ROM, disk drives, and/or RAM. In some embodiments, the memory module 43 includes flash memory. The memory module 43 can include instructions and data that has been obtained and/or executed by the processor 42. In some embodiments, the memory module 43 can include a variable, flag, register, or bit that designates the state of the electromagnetic assembly 26. In some embodiments, the memory module 43 can store operational information regarding the components of the controller 24. For example, the memory module 43 can store a range of voltage values that the power supply control module 34 can provide, the current state of the hardware interlock circuitry 30, threshold data for comparison against data received on the state determination port 29, etc.
[0094] In some embodiments, the controller 24 can supply voltage to the coil 22 to generate or eliminate a residual magnetic force between the armature 18 and the core housing 22. The voltage supplied by the controller 24 can range from approximately 8 Volts to approximately 24 Volts. Other specific voltages and ranges of voltages can also be used depending on the properties and particular applications. In some embodiments, the controller 24 can supply a magnetization current of up to approximately 10 Amps to the coil 22 that creates a magnetic field around the coil 22. The magnetic field created by the magnetization current applied to the coil 22 can create a residual magnetic force between the armature 18 and the core housing 20 that draws and holds the armature 18 to the core housing 20, even when the controller stops supplying the magnetization current.
[0096] During the demagnetization process, the controller 24 can apply alternate polarity currents (i.e., magnetization and demagnetization currents) in pulses that can, in some embodiments, decrease in duration to create a gradually-decreasing magnetic field. By decreasing the duration of each of the alternating polarity pulses, current levels in the coil 22, and thus, magnetic flux levels in the core housing 20 can gradually decrease until the hysteresis of the core housing 20 is minimal.
[00100] Referring to FIG. 1 and the steering column lock 12, the core housing 20 and the coil 22 can be mounted firmly to the vehicle 16. The core housing 20 and the coil 22 can be mounted concentric with a steering wheel shaft 48. In some embodiments, the center axis of the core housing 20 and/or the coil 22 can be mounted off-center to the center axis of the steering wheel. The armature 18 can be rotateably constrained to the steering wheel shaft 48, but can move in the axial direction of the steering wheel shaft 48. The armature 18 can be mounted concentric with the steering wheel shaft 48. The center axis of the armature 18 can also be mounted off-center to the center axis of the steering wheel shaft 48. In some embodiments, gears, linkages, or other suitable components can be used to couple the armature and/or the core housing to the steering wheel shaft 48.
[00102] In some embodiments, the magnetic flux levels in the materials and, subsequently, the residual magnetic force between the core housing 20 and the armature 18 increases until magnetic saturation of the core housing 20 and the armature 18 is reached. Magnetic saturation occurs when a material has reached its maximum magnetic potential. In some embodiments, the controller 24 provides current for approximately 50 milliseconds to approximately 100 milliseconds to bring the armature 18 and the core housing 20 to magnetic saturation. Once magnetic saturation is reached, further application of current adds little or nothing to the attractive or residual magnetic force of the material.
[00105] Due to the hysteretic property of magnetic material, the controller 24 can stop supplying the magnetization current to the coil 22 once the lock 12 is engaged. In some embodiments, the hysteretic property of magnetic material limits the amount of power needed by the lock 12 because the controller 24 only supplies power to change the state of the lock 12, not to retain the state of the lock 12.
[00106] The optimum magnitude of the residual magnetic force created by the application of the voltage to the coil 22 can be determined with the cross-sectional areas of the core housing 20 and the armature 18 and by the magnetic air gap 60 (as shown in FIG. 5) between the armature 18 and the core housing 20. The smaller the magnetic air gap 60, the closer the electromagnetic assembly 26 comes to reaching the maximum residual force for the material being used. The highest residual force would be observed without any magnetic air gap 60 when the armature 18 and the core housing 20 are one integrated part or piece (e.g., a ring of material with a closed magnetic path).
[00107] In certain embodiments, the properties of magnetic material needed to optimize residual magnetic load are high coercive force (Hc) and high residual flux density (BR). The usefulness of residual magnetic load is measure by the quantity of flux (Maxwells) it can produce in the magnetic air gap, and the magnetomotive force (Amp — Turns) it can maintain across the magnetic air gap. One half times the area of these two quantities [Vi * (Total Air Gap Flux) * (Magnetomotive Force)], or the area under the air gap permeability line and the hysteresis curve (as shown in FIG. 6g), is the energy stored in the magnetic air gap. An optimum or maximum possible energy of the magnetic air gap per cubic centimeters of material is, therefore, a logical way to evaluate the magnetic efficiency of the material that will be used in a residual magnetic application.
[00108] FIGS. 6a - 6h illustrate magnetic hysteresis curves or loops for several materials, such as steel, with carbon contents from 0.02% to 1.0% and hardnesses from fully annealed to 60 Rc. The curves are divided into four quadrants. The second quadrant represents the demagnetizing quadrant. The portion of the hysteresis loop included in the second quadrant is called the demagnetization curve. The residual flux density (BR) exists in a closed path, such as a ring, and the total coercive intensity (Hc) is the force required to overcome the reluctivity of the material to establish a closed path.
[00110] FIG. 6g illustrates a magnetic hysteresis curve 68 for SAE 52100 alloyed steel material with a hardness of 40 Rc. The intersection of a magnetic air gap permeance line and the magnetic hysteresis curve for a magnetic material under consideration determines the flux density B^ and the magnetic intensity Hd at the air gap, which is useful to determine the residual magnetic force of the application being considered. The residual force of a magnetized armature 18 and core housing 20 without the magnetic air gap 60 is represented by line 70 located on the y-axis. In some embodiments, the magnetic air gap 60 when the lock 12 is engaged ranges from approximately 0.002 inches to 0.005 inches. Lines 73 and 74 represent the permeance of two possible air gaps [(Flux/(Amp-Tums)] between an armature and a core housing. In embodiments of the steering column lock 12, the lines 73 and 74 could represent the permeance of a 0.002 inches and a 0.005 inches air gap, respectively. When the cross-sectional areas of the pole faces of a desired design are determined, the flux densities can be determined by the intersections of the lines 73 and 74, and the material hysteresis curve can be useful in calculating the residual magnetic force. In some embodiments, a 0.002 inch magnetic air gap is generated with very smooth or finely-lapped surfaces (i.e., the smoothness or flatness or the surface is better than one light band and the surface finish is better than an "as ground" finish). A 0.005 inch magnetic air gap can be generated with flat, "as ground" finishes. In some embodiments, the magnetic air gap 60 can be reduced from 0.005 inch to 0.002 inch by lapping the "as ground" surface, which makes the surface more smooth and creates a tighter and closer engagement between the armature 18 and the core housing 20. In some embodiments, an air gap or separation distance between the armature 18 and the core housing 20 when the lock 12 is disengaged is magnitudes greater than a magnetic air gap when the lock 12 is engaged. For example, a disengaged air gap or separation distance can be approximately 0.05 inch or more.
[00111] FIG. 7 illustrates the demagnetization quadrant of the hysteresis curve 68 and converts the flux density (B) to torque and the magnetic intensity (H) to electrical current related to the physical characteristics of the electromagnetic assembly 26. FIG. 7 illustrates the calculated torque loads for SAE 52100 alloyed steel with a hardness of 40 Rc, and with a zero inch magnetic air gap, an 0.002 inch magnetic air gap, and an 0.005 magnetic inch air gap, as indicated by lines 70, 73, and 74 respectively.
[00112] Table 1 lists several magnetic materials, such as steels, that may be used in various residual magnetic applications. In some embodiments, the materials are selected for a particular residual magnetic application, such as latching force, response time, magnetic response (permeability), etc. Some requirements may require a tighter latching force but may not require quick response time. Other applications may require a lower latching force but may require a higher magnetic response (permeability). Table 1 lists the properties of the various steels, and provides the magnetic air gap energy for each material given a particular magnetic air gap magnetization curve. A magnetic air gap magnetization curve has a negative slope that is drawn from the origin in the second quadrant and intersects with the material demagnetization curve. The intersection determines (Bd), (Hd), and the energy of the magnetic air gap per unit volume of the material.
[00113] As shown in Table 1 , SAE 52100 Rc 40 alloyed steel has the highest magnetic air gap energy for the particular magnetic air gap size. The high magnetic air gap energy suggests that 52100 Rc 40 alloyed steel has the highest residual magnetic latching or engaging force among the materials listed in Table 1. The maximum permeability (μmaχ) of SAE 52100 Rc 40 alloyed steel, however, is at 443, which is lower than some of the other materials listed in Table 1. The lower the permeability, the slower the rate of magnetization. Generally, the residual magnetic force increases and the permeability (magnetization rate) decreases as the alloying or hardness of a material increases.
[00117] hi some embodiments, the core housing 20 and the armature 18 are brought to magnetic saturation and, if slippage is detected, additional current is applied to the coil 22 to increase an electromagnetic force (e.g., doubling the force with SAE 52100 steel at a hardness of 40 Rc) between the core housing 20 and the armature 18. When the additional current is stopped, however, the additional electromagnetic force is not retained since the core housing 20 and the armature 18 were already magnetically saturated, and the prior residual magnetic force remains.
[00127] FIGS. 8 and 9 illustrate one embodiment of the invention including a rotation blocking system that uses residual magnetism to block rotation of a mechanism at predetermined starting and stopping positions. In some embodiments, a residual magnetic device can use both rotary and axial movement to maximize torque blocking capabilities. FIGS. 8 and 9 illustrate a residual magnetic rotation blocking device 78 included in a vehicle ignition assembly 80. In some embodiments, the residual magnetic rotation blocking device 78 blocks the rotation of a vehicle ignition assembly 80. The residual magnetic rotation blocking device 78 can block the starting or forward rotation of the vehicle ignition assembly 80 to prevent a vehicle from starting. The residual magnetic rotation blocking device 78 can also be used to block the return rotation of the vehicle ignition assembly 80 to provide a park interlock function that blocks the rotation of the vehicle ignition assembly 80 until the vehicle is in park. The residual magnetic rotation blocking device 78 can be used with keyed vehicle ignition assemblies 80 (as shown in FIG, 8) where a key can be inserted and turned to operate the vehicle ignition assembly 80. The residual magnetic rotation blocking device 78 can also be used with vehicle ignition assemblies 80 in which a user turns a knob or presses a button to operate, rotate, or otherwise actuate the vehicle ignition assembly 80. The residual magnetic rotation blocking device 78 can also be used with other rotational-transfer systems configured to start and stop, open or close, select or deselect, or lock or unlock components.
[00129] The vehicle ignition assembly 80 illustrated in FIGS. 8 and 9 includes an input device 81 (such as a key or a knob), an ignition cylinder 83, a driver 84, an ignition switch 86, and the residual magnetic rotation blocking device 78. The input device 81 can be inserted into or otherwise coupled to the ignition cylinder 83. The ignition cylinder 83 is rotatably coupled to the driver 84, and the driver 84 is rotateably coupled to the ignition switch 86. The input device 81 can be used to transfer rotation to the ignition switch 86 in order to operate a vehicle ignition to start the vehicle. In some embodiments, the input device 81, the ignition cylinder 83 and/or the driver 84 can be an integral unit.
[00131] In some embodiments, the core housing 92 can be mounted to a housing (not shown) of the vehicle ignition assembly 80 that can prevent the core housing 92 from moving in a rotational or an axial direction relative to the housing. The ignition cylinder 83, which can rotate with the driver 84, can pass through the core housing 92 and can be allowed to rotate substantially freely through an opening of the core housing 92.
[00132] In a locked state, as shown in FIG. 8, the vehicle ignition assembly 80 can block rotation due to a residual magnetic force between the armature 90 and the core housing 92 of the residual magnetic rotation blocking device 78. If an operator attempts to rotate the input device 81 without proper authorization, the residual magnetic force between the armature 90 and the core housing 92 can prevent rotational motion of the input device 81, and thus, the ignition switch 86.
[00135] The vehicle ignition assembly 80 can include other safety or precautionary mechanisms to restrict unauthorized rotation. In some embodiments, the ignition cylinder 83 or the input device 81 includes a break-over mechanism 106, as shown in FIG. 10. When the armature 90 and the core housing 92 are engaged and the vehicle ignition assembly 80 is in a locked state, excess torque can be dissipated by the break-over mechanism 106. The breakover mechanism 106 can include a separation break 107 that creates a gap or break along the rotation transfer path of the vehicle ignition assembly 80. The separation break 107 can include a detent configuration 108 with one or more female recesses 108a and one or more male protrusions 108b. In some embodiments, the male protrusions 108b can include a free- moving ball bearing or circular component that can rest or engage with the female recesses 108a. During normal operation, the male protrusions 108a can engage the female recesses 108a such that they move and rotate together. Torque applied to the input device 81 when the vehicle ignition assembly 80 is in the locked state can cause the male protrusions 108b to disengage from the female recesses 108a. For example, if the male protrusions 108b include ball bearings, applying torque can force the ball bearings out of the female recesses 108a. In some embodiments, the detent configuration 108 can become disengaged when approximately 2 foot-pounds of torque is applied to the input device 81 or the ignition cylinder 83. When the vehicle ignition assembly 80 is locked and the detent configuration is disengaged, female recesses 108a can remain stationary while the male protrusions 108b can rotate. The detent configuration 108 of the break-over mechanism 106 allow excess torque to be dissipated by the input device 81 or the ignition cylinder 83 without damaging the vehicle ignition assembly 80 or transferring a force that allows unauthorized access to or operation of the vehicle. The break-over mechanism 106 can also include a biasing member 109 that can return the detent configuration 108 to a starting or predetermined position (e.g., a position where the female recesses 108a are engaged with the male recesses 108b). The biasing member 109 can include one or more compression springs, tension springs, elastomeric members, wedges, and/or foams.
[00136] In the unlocked condition, as shown in FIG. 9, the residual magnetic rotation blocking device 78 is demagnetized after proper authorization is received (i.e., the insertion of an accepted key, the shifting of the vehicle transmission into park, passive identification received by a sensor, etc.). The residual magnetic force between the armature 90 and the core housing 92 is removed and the armature 90 is substantially free to rotate relative to the core housing 92. The detent configuration 96 can also provide a momentary "snap" feel when rotating the vehicle ignition assembly 80 from one position to another. The feel from the detent configuration 96 can be used to indicate to the operator the various states of the vehicle ignition assembly 80, such as "Off," "Accessory," or "Run." The vehicle ignition assembly 80 can also include one or more biasing members 104, such as one or more compression springs, tension springs, elastomeric members, wedges, and/or foams, located between the armature 90 and the driver 84 to bias the male protrusions 96b to engage the female recesses 96a. The biasing member 104 can alternatively provide a separation force between the armature 90 and the core housing 92 when the residual magnetic rotation blocking device 78 is disengaged.
[00139] FIG. 11 illustrates another vehicle ignition assembly 110 according to one embodiment of the invention. The vehicle ignition assembly 110 can include a key head or input device 112, a shaft 114, a core housing 116, a coil 118, and a splined coupler 120. The input device 112 can operate as a handle or mechanism for accessing, rotating, releasing, or opening a component, such as a vehicle ignition system, a door, or a latch. The shaft 114 can extend from the input device 112 and through a center opening of the core housing 116. In some embodiments, the constructions, properties, and operations of the core housing 116 and the coil 118 are similar to the core housing 20 and the coil 22 described above with respect to the steering column lock 12. The vehicle ignition assembly 110 can also include a controller (not shown) as described above with respect to the steering column lock 12.
[00142] The end of the shaft 114 can include a shaft driver 124 that is configured to engage with the armature 118. In some embodiments, the armature 122 can include a center opening 126 that accepts or receives the shaft 114 and the driver 124. The armature 122 can be positioned inside the splined coupler 120, such that when the armature 122 rotates, the splined coupler 120 also rotates. The armature 122 and the splined coupler 120 can also be configured to allow the armature 122 to move axially within the splined coupler 120 to allow the shaft 114 and the shaft driver 124 to engage with the center opening 126 of the armature 122.
[00143] In some embodiments, the center opening 126 includes a bow-tie shape as shown in FIGS. 12, 13, and 14. FIG. 13 illustrates the shaft 114, which can have a generally cylindrical shape, positioned within the center opening 126 of the armature 122. The size and shape of the shaft 114 and the center opening 126 allows the shaft 114 to freely rotate within the center opening 126 without transferring rotation to the armature 122.
[00144] In contrast, FIG. 14 illustrates the shaft driver 124, which has a generally rectangular shape, positioned within the center opening 126 of the armature 122. The shape and size of the shaft driver 124 engages opposing edges with the center opening 126 such that the rotation of the shaft driver 124 is transferred to the armature 122, and thus, the splined coupler 120.
[00149] The vehicle ignition assembly 110 described above further includes a controller as described with respect to the steering column lock 12. The controller can provide magnetization and demagnetization currents to the coil 118 in order to lock and unlock the vehicle ignition assembly 110. The controller can determine the state of the residual magnetic force using one or more of the methods described above with respect to the steering column lock 12 (i.e., a switch, Hall effect sensor, etc.). In some embodiments, a steering column block-out device (as shown in FIGS. 36A and 37A) can be created using a clutch device similar to the vehicle ignition assembly 110.
[00150] FIG. 17 illustrates a residual magnetic rotational braking system 140 for a tire braking system of a vehicle according to another embodiment of the invention. The rotational braking system 140 can include a core housing 142 including a coil that is substantially grounded to the vehicle, a rotor- armature 148, a coupler 144 that is integrated to a hub 152, and a tire or wheel 154. It should be understood that the constructions, properties, and operations of the core housing 142, the coil, and the armature of the rotational braking system 140 can be similar to the core housing 20, the coil 22, and the armature 18 described above for the steering column lock 12. The residual magnetic tire braking system 140 can also include a controller as described with respect to the steering column lock 12.
[00153] To release the braking system 140 the polarity of the magnetization current can be reversed (i.e., a demagnetization current) and applied at a predetermined current level to demagnetize the material of the core housing 142 and rotor-armature 148. In some embodiments, the braking system 140 can be released in a progressive manner by progressively increasing the reversed polarity current until the full predetermined demagnetization current level is reached.
[00154] The above rotational braking system 140 can also be used as a zero power residual magnetic parking brake system. The residual magnetic parking brake system 140 can include a controller as described with respect to the steering column lock 12 to create the braking force. The controller can provide magnetization and demagnetization currents to the coil within the core body to apply and release the rotational braking system 140. For example, the residual magnetic parking brake can be engaged by pulsing a regulated magnetizing current level to the coil embedded in core body 142 to create a magnetic field with the capability to fully saturate the material of the core body and rotor-armature. Once the current pulse is complete, a high residual magnetic force will be set and the parking brake is engaged, there will be no need for further electrical interaction with the residual magnetic parking brake until the desired time to release it. The controller can also determine the state of the residual magnetic force between the armature and the core housing using one or more of the methods described above (i.e., a switch, a Hall effect sensor, etc.). To release the above RM parking brake system, a demagnetization current can be pulsed to the coil within the core housing and the residual magnetic force can be reduced or substantially eliminated. A biasing member, such as one or more compression springs, tension springs, elastomeric members, wedges, and/or foams, can be used to bias the rotor-armature 148 away from the core body 142.
[00155] FIG. 63 illustrates a residual magnetic ball and ramp brake system 1020 according to one embodiment of the invention. As shown in FIG. 63, the ball and ramp brake system 1020 can include a ground strap 1022, an enclosure 1024, a core housing 1026, a shaft 1028, a top ramp plate 1030, and a bearing and/or spring assembly 1032. FIG. 64 illustrates the ball and ramp brake system 1020 with the enclosure 1024 removed. As shown in FIG. 64, the ball and ramp brake system 1020 also includes an armature 1034 and one or more rolling members or balls 1036. The ball and ramp brake 1020 can also include a coil 1038 (see FIG. 65). In some embodiments, the constructions, properties, and operations of the armature 1034, the core housing 1026, and/or the coil 1038 are similar to the armature 18, the core housing 20, and the coil 22 described above with respect to the steering column lock 12. The ball and ramp brake system 1020 can also include a controller (not shown) as described above with respect to the steering column lock 12.
[00156] In some embodiments, the core housing 1026 can be directly or indirectly coupled to a second element (e.g., the ground strap 1022) that is substantially grounded (or the core housing 1026 itself can be grounded), and the armature 1034 can be indirectly coupled to a first element (e.g., the shaft 1028) that is allowed to move (e.g., rotationally and/or translationally) with respect to the second element. As described above with respect to the steering column lock 12, when a magnetizing current is supplied to the coil 1038, a residual magnetic force can be generated that engages the armature 1034 with the core housing 1026, and therefore, prevents substantial movement of the armature 1034 with respect to the second element.
[00169] The residual magnetic rotational braking and locking devices described above can be used in various systems and applications other than those described above. For example, residual magnetic braking devices, residual magnetic locking devices, and residual magnetic rotation blocking devices as described above can be used to operate rear compartment or trunk latches and accessory latches such as fuel filler door latches, glove box latches, and console latches. Residual magnetic braking, locking, and/or rotation blocking devices can also be used to operate door latches, window latches, hood latches, seat mechanisms (e.g., angular and linear seat and headrest position adjusters), door checks, clutch engagement actuators, and steering wheel position adjusters.
[00170] The functionality provided by the rotational braking system 140 can also be applied to angular and linear systems. In some embodiments, a residual magnetic axial latch can include a core housing attached to a generally stationary element or panel (e.g., a vehicle frame or body panel, a door frame, a console or compartment, a trunk frame, a hood frame, a window frame, a seat, etc.) and an armature attached to a moveable element or panel (e.g., a vehicle entrance door, a fuel filler door, a glove compartment door, a console or storage compartment door, a convertible roof, spare tire crank, a trunk lid, a rear compartment door, a hood, a window, a headrest, etc.). When a residual magnetic force is created, the armature on the moveable element can be retained to the core housing on the frame in order to lock the moveable element to the stationary element. The positions of the core housing and the armature can be interchanged, such that the core housing is attached to the moveable element and the armature is attached to the stationary element.
[00171] As shown in FIG. 18, in some embodiments, a residual magnetic axial latch or retainer 160 can have a toroidal or cylindrical configuration. The residual magnetic axial latch 160 can include an armature 161, a core housing 162, a coil 163, and a controller 164. The residual magnetic axial latch 160 can also include a shaft 165 that passes through the armature 162 and the core housing 164.
[00175] Alternatively, as shown in FIG. 21, the U-shaped configuration of the residual magnetic axial latch 170 can create a generally flatter, rectangular-shaped magnetic field 178 configured to engage the linear or rod-shaped armature 171 with the top of the U-shaped core housing 172.
[00177] In the cylindrical configurations and the U-shaped configurations, the controller 164 or the controller 174 can sense that the moveable element is generally near or in contact with the stationary element. The controller 164 or the controller 174 can pulse a magnetization current to the coil 163 or the coil 173 to latch the armature 161 to the core housing 162 or the armature 171 to the core housing 172 in order to hold the moveable element to the stationary element. With the residual magnetic axial latch 160 or the residual magnetic axial latch 170 latched the moveable elements generally cannot be moved with respect to the stationary elements.
[00178] To release the latch, a remote access switch or release mechanism can be provided. Once the switch or mechanism is activated, the controller 164 or the controller 174 can provide a demagnetization current to the coil 163 or the coil 173 in order to unlatch the armature 161 from the core housing 162 or the armature 171 from the core housing 172. When the residual magnetic axial latch 160 or the residual magnetic axial latch 170 is unlatched, the moveable elements can again be moved with respect to the stationary elements.
[00181] FIG. 24 illustrates a residual magnetic axial latch 170b according to one embodiment of the invention. The residual magnetic axial latch 170b can include an armature 171b, a core housing 172b, a coil 173b, a biasing member 180b, and a latch 181b with a latch protrusion 182b. FIG. 25 illustrates a side view of the residual magnetic axial latch 170b. As shown in FIG. 25, the latch 181b can include an input mechanism 183b. A force can be applied to the input mechanism 183b to rotate the latch 181b about a latch pivot point 184b. In some embodiments, the input mechanism 183b can be coupled to a lid, a door handle, or another moveable element (not shown). A manual force can be applied to the input mechanism 183b by moving the lid, the door handle, or the moveable element.
[00182] To unlatch the residual magnetic axial latch 170b, the latch 181b can be rotated. In some embodiments, the rotational path of the latch 181b moves the latch protrusion 182b down and through the middle of the U-shaped core housing 172b. When the core housing 172b is engaged with the armature 171b, however, the latch 181b cannot be rotated since the rotational path of the latch 181b is inhibited by the position of the armature 171b. In some embodiments, with the armature 171b engaged with the core housing 172b, the latch 181b cannot be rotated in order to clear the latch protrusion 182b from the U-shaped core housing 172b.
[00183] To unlatch the residual magnetic axial latch 170b, the armature 171b can be disengaged from the core housing 172b and pivoted about a pivot point 179b to allow the latch 181b to rotate and swing the latch protrusion 182b out of contact with the core housing 171b. In some embodiments, the biasing member 180b can force the armature 171b to pivot out of contact with the core housing 172b. The biasing member 180b can include one or more compression springs, tension springs, elastomeric members, wedges, and/or foams.
[00184] FIG. 26 illustrates the residual magnetic axial latch 170b with the latch 181b unlatched from the core housing 172b. In some embodiments, with the latch 181b unlatched from the core housing 172b, a door, lid, or other moveable element can be moved and an entry, compartment, or other stationary element can be accessed, such as a building, a glove compartment, or a vehicle trunk.
[00185] FIG. 27 illustrates a residual magnetic axial latch 170c according to another embodiment of the invention. As shown in FIG. 27, the residual magnetic axial latch 170c can include an armature 171c, a core housing 172c, and a coil 173c. In some embodiments, the armature 171c can pivot on a pivot point 179c. The residual magnetic axial latch 170c can also include a biasing member 180c, a rotor latch 181c with a latch protrusion 182c that rotate on a pivot point 184c, and a linkage system or mechanism 185c. In some embodiments, the linkage mechanism 185c can include a toggle link that connects the armature 171c and the core housing 172c with the rotor latch 181c. The linkage mechanism 185c can transfer movement of the rotor latch 181c to the armature 171c. The linkage mechanism 185c can pivot on a pivot point 186c.
[00189] In some embodiments, after the striker bar 188c is released, the residual magnetic axial latch 170c can be reset. The armature 171c can be reengaged with the core housing 172c by supplying a magnetization current to the coil 173 c. In some embodiments, the biasing member 180c can force the armature 171c to pivot toward the core housing 172c. The biasing member 180c can include one or more compression springs, tension springs, elastomeric members, wedges, and/or foams.
[00190] FIG. 29 illustrates the residual magnetic axial latch 170c reset. With the residual magnetic axial latch 170c reset, the rotor latch 181c can accept the striker bar 188c. When the rotor latch 181c accepts the striker bar 188c, the force of the striker bar 188c can rotate the rotor latch 181c back to a closed position, as shown in FIG. 27. In some embodiments, the toggle link of the linkage mechanism 185c can freely swing open until the rotor latch 181c rotates into the closed position shown in FIG. 27. In some embodiments, the latch protrusion 182c can stop rotation of the rotor latch 181c at an open position.
[00191] FIG. 30 illustrates a residual magnetic axial latch 17Od according to another embodiment of the invention. As shown in FIG. 30, the residual magnetic axial latch 17Od can include an armature 171d, a core housing 172d, and a coil 173 d. hi some embodiments, the armature 171 d can rotate on a pivot point 179d. The residual magnetic axial latch 17Od can also include a biasing member 180d, a rotor latch 181d with a latch protrusion 182d that rotate on a pivot point 184d, and a linkage mechanism 185d. In some embodiments, the linkage mechanism 185d includes a pawl that links the armature 171 d and the core housing 172d with the rotor latch 181d. The linkage mechanism 185d can pivot on a pivot point 186d.
[00194] As shown in FIG. 31, the armature 171d can be disengaged from the core housing 172d and can pivot about the pivot point 179d. The armature 171d can pivot to allow the linkage mechanism 185d and the rotor latch 181d to rotate. The rotor latch 181d can be rotated to an open position in order to release the striker bar 188d.
[00196] FIG. 32 illustrates the residual magnetic axial latch 170d reset. By resetting the residual magnetic axial latch 170d, the rotor latch 181d can be in an open position such that the rotor latch 18 Id can accept the striker bar 188d. In some embodiments, the force of accepting the striker bar 188d can force the rotor latch 181d to rotate back to a closed position. The latch protrusion 182d can stop rotation of the rotor latch 181d at a closed position.
[00197] FIG. 33 illustrates another residual magnetic axial latch 17Oe according to one embodiment of the invention. As shown in FIG. 33, the residual magnetic axial latch 17Oe can include an armature 171e, a core housing 172e, and a coil 173e. The residual magnetic axial latch 17Oe can also include a biasing member 18Oe3 a rotor latch 18 Ie with a latch protrusion 182e that rotates on a pivot point 184e, and a linkage mechanism 185e. In some embodiments, the rotor latch 18 Ie includes a release portion 187e that can accept a striker pin or bar 188e. In an engaged state, the rotor latch 181e can be retained in a locked state that prevents the striker bar 188e from being released.
[00199] In some embodiments, the armature 171e is mounted substantially stationary and the coil 173e is wrapped around the armature 171e. The core housing 172e can pivot away from and toward the armature 171e about a pivot point 189e. In some embodiments, as the core housing 172e pivots, the linkage mechanism 185e can slide or move about the pin 192e. The linkage mechanism 185e can slide or move and engage or catch the latch protrusion 182e.
[00200] FIG. 33 illustrates the residual magnetic axial latch 17Oe in an engaged state with the core housing 172e engaged with the armature 171 e with a residual magnetic force. To release the striker bar 188e from the release portion 187e, the rotor latch 181e can be rotated. When the rotor latch ISIe rotates, the latch protrusion 182e forces the linkage mechanism 185e to rotate. When the core housing 172e is engaged with the armature 171e, however, the linkage mechanism 185e cannot slide and/or rotate, and therefore, the rotor latch 181e also cannot rotate.
[00201] As shown in FIG. 34, with the core housing 172e disengaged from the armature 171e, the core housing 172e can pivot on the pivot point 189e in order to allow the linkage mechanism 185e to move or slide about the pin 192e and to disengage the linkage mechanism 185e from the rotor latch 181e. The rotor latch 181e can then be rotated to an open position in order to release the striker bar 188e. [00202] In some embodiments, after the rotor latch 181e is opened and the striker bar
[00210] FIG. 36 illustrates a residual magnetic clutch system 194 according to some embodiments of the invention. The clutch system 194 can include a first element 195, a core housing 196, a second element 197, and an armature 198. In some embodiments, the constructions, properties, and operations of the armature 198, the core housing 196, and/or the coil (not shown) are similar to the armature 18, the core housing 20, and the coil 22 described with respect to the steering column lock 12. The clutch system 194 can also include a controller (not shown) as described with respect to the steering column lock 12.
[00218] FIG. 38 illustrates a variable reluctance rotary torque actuator with a residual magnetic latch 200. In some embodiments, the rotary torque actuator with the residual magnetic latch 200 can be used in a door latch systems and/or latch release systems. The rotary torque actuator with residual magnetic latch 200 can include an armature 202, a core housing 204, a coil 206, two core stops 208, a biasing member 210 (e.g., one or more compression springs, tension springs, elastomeric members, wedges, and/or foams), and a controller 212. In some embodiments, the constructions, properties, and operations of the armature 202, the core housing 204, the coil 206, and/or the controller 212 are similar to the armature 18, the core housing 20, the coil 22, and the controller 24 described with respect to the steering column lock 12. In some embodiments, the coil 206 and the core housing 204 can be U-shaped as shown and described above with respect to FIGS. 18 - 21 illustrating embodiments of residual magnetic axial latches.
[00220] The size of the air gaps 208a and 208b can direct the magnetic flux during operation of the rotary torque actuator. For example, during the rotary actuation operation of the rotary torque actuator, the air gap 208a is the smallest and the least resistant air gap. Therefore, a substantial portion of the circuit's flux capacity flows through the magnetic air gap 208a. Similarly, when the armature 202 is latched, as shown in FIG. 40, the air gap 208b is the smallest air gap. Therefore a substantial portion of the circuit's flux capacity shall flow through the air gap 208b. The armature 202 of the rotary actuator changes the reluctance or permeance of the air gap 208b as it moves, and a mechanical force or torque is generated by the change in reluctance. As the armature 202 approaches the core stops 208, the armature 202 can continue to accelerate as the flux path changes from air gap 208a to air gap 208b, and as the air gap 208b goes small the tractive loads increase the inverse square of the distance.
[00221] As shown in FIG. 39, when a magnetization current is applied to the coil 206 by the controller 212, the coil 206 creates a magnetic field 230 whose direction and path are indicated by the arrows. It should be understood that the direction of the field is dependent on the direction of the magnetization current applied to the coil 206. The magnetic field 230 can also be generated to flow in the opposite direction as shown in FIG. 39. In some embodiments, the magnetic field 230 follows a path of least resistance (i.e., a path with minimal air gaps). The magnetic field 230 can travel through the material of the core housing 204 and armature 202 with less resistance than it can travel through air. In other words, the magnetic field 230 can switch between two substantially integrated magnetic circuits as the magnetic air gap between the armature 202 and the core housing 204 changes from a large and constant magnetic air gap when the armature 202 is rotating or beginning to rotate (as shown in FIG. 39) to a small magnetic air gap and a substantially closed magnetic path between the armature 202 and the core housing 204 when the armature 202 is no longer rotating (as shown in FIG. 40).
[00224] To unlatch the rotary torque actuator and the residual magnetic latch 200, the residual magnetic force can be nullified by reversing the magnetization current supplied to the coil 206 by the controller 212. The demagnetization current reverses the direction of the magnetic field 230 and balances the residual magnetic flux density of the material of the core housing 204 and armature 202. FIG. 41 illustrates the demagnetization current being supplied to the coil 206 and a resulting magnetic field 240. When the residual magnetic flux level is nullified, the armature 202 is again free to rotate back to the open position and disengage from the core housing 204. The biasing member 210 biases the armature 202 to the disengaged position shown in FIG. 38.
[00226] FIG. 42 illustrates a rotary torque actuator with a residual magnetic latch 300 to which a door handle force is applied, as indicated by arrow 302. FIG. 42 illustrates the residual magnetic latch 300 of the rotary torque actuator in a latched or door-unlocked state where the armature 202 is engaged with the core housing 204. With the armature 202 latched to the core housing 204, the door handle force 302 can cause the core housing 204 and the armature 202 to rotate about a common pivot 303. The rotation of the armature 202 about the pivot 303 can cause the armature 202 to engage a door latch pawl 304 in order to unlock or unlatch the door.
[00227] In contrast, FIG. 43 illustrates the rotary torque actuator with the residual magnetic latch 300 in an unlatched or door-locked state where the armature 202 is disengaged from the core housing 204. The door handle force 302 is only transferred to the core housing 204, which rotates on the pivot 303. However, the door handle force 302 is not transferred to the armature 202. Without the rotation of the armature 202, the door latch pawl 304 cannot be engaged to unlock or unlatch the door.
[00230] When the gear-driven system 400 is in a locked position, as shown in FIG. 44, the pin or striker bar 418 cannot be moved along the phantom path 419 due to the position of the release portion 416. To release the pin or striker bar 418, the latch 404 can be rotated about the pivot 408 until the release portion 416 is aligned with the phantom path 419. As shown in FIG. 47, when the release portion 416 is aligned with the phantom path 419, the pin or striker bar 418 is free to move out of engagement with the latch 404.
[00231] In some embodiments, a residual magnetic rotation blocking device 420, similar to the one described above for the vehicle ignition assembly 80, can regulate the rotation of the pawl 402 and the latch 404. FIG. 45 illustrates a cross-sectional view of the gear-driven system 400 (taken along reference line 45 illustrated in FIG. 44) including the rotation blocking device 420. The rotation blocking device 420 can include a core housing 421, a coil 422, and an armature 424. In some embodiments, the constructions, properties, and operations of the armature 424, the core housing 421, and the coil 422 are similar to the armature 18, the core housing 20, and the coil 22 described with respect to the steering column lock 12. The rotation blocking device 420 can also include a controller as described with respect to the steering column lock 12. The rotation blocking device 420 can also include a lever or actuator 425. The lever 425 can provide a manual release mechanism 47. In other embodiments, the manual release mechanism 47 can include a jack screw (as shown and described with respect to FIG. 5). In still other embodiments, the manual release mechanism 47 can include a cam or a wedge. The cam or wedge can be used with a cable- release configuration.
[00235] To unlock the gear-driven system 400, the residual magnetic force holding the armature 424 to the core housing 421 is reversed or nulled by applying a demagnetization current to the coil 422. FIG. 46 illustrates a cross-sectional view of the gear-driven system 400 (taken along reference line 46 illustrated in FIG. 47) including the rotation blocking device 420 in an unlocked state. In an unlocked state, the armature 424 is no longer locked or engaged with the core housing 421 and can rotate relative to the core housing 421. With the armature 424 free to rotate, the pawl 402 and the latch 404 can also rotate. Attempted movement of the pin or striker bar 418 causes the latch 404 to rotate and align the release portion 416 of the latch 404 with the phantom path 419 of the pin or striker bar 418. The pin or striker par 418 can then be released from the latch 404. In some embodiments, after the latch 404 is rotated to reach an open or unlatched position, the residual magnetic field can be regenerated or reset to reengage the armature 424 with the core housing 421. FIG. 47 illustrates a front view of the gear-driven system 400 with the release portion 416 positioned to release the pin or striker bar 418. In some embodiments, releasing the pin 418 unlatches a door.
[00241] The latch system 460 can include an armature 466 and a rotor latch 467. The armature 466 can rotate about a pivot 468 and the rotor latch 467 can rotate about a pivot 470. In some embodiments, the armature 466 can be coupled to the rotor latch 467 by a pawl or ratchet clutch 472. The pawl 472 can be coupled to the armature 466 by a fastener 473, which can include a bolt, a screw, a rivet, etc. In some embodiments, the pawl 472 can also be coupled to the rotor latch 467 by a fastener (not shown). The pawl 472 can also interact with the rotor latch 467 using a ratchet configuration 474. As shown in FIG. 50, the pawl 472 can include a protrusion 474a and can rotate the rotor latch 466 by engaging with a corresponding recess 474b of the rotor latch 467. When the protrusion 474a engages with the recess 474b, the rotation of the rotor latch 467 can be transferred to the pawl 472.
[00242] The rotor latch 467 can also include an opening 475 that allows the pin or striker bar 465 to move or be released from the opening 464 of the mounting plate 462. In some embodiments, the mounting plate 462 can be coupled to an opening or unlatching mechanism, such as a trunk lid. When the trunk lid, is opened or pulled away from the trunk frame, the mounting plate 462 can move with the trunk lid, and the pin or striker bar 465 can be released from the opening 464 of the mounting plate 462.
[00244] In some embodiments, the latch system 460 can include a residual magnetic rotation blocking device 476, similar to the one illustrated and described with respect to the gear-driven system 400 and the linkage system 440. FIG. 53 illustrates a cross-sectional view of a portion of the latch system 460 (taken along reference line 53 illustrated in FIG. 50) including the rotation blocking device 476. The rotation blocking device 476 can include a core housing 477, a coil 478, and an armature 466. In some embodiments, the constructions, properties, and operations of the armature 466, the core housing 477, and the coil 478 are similar to the armature 18, the core housing 20, and the coil 22 described with respect to the steering column lock 12. The rotation blocking device 476 can also include a controller as described with respect to the steering column lock 12.
[00245] FIG. 53 illustrates the rotation blocking device 476 in a locked stated. The rotation blocking device 476 is locked by applying a magnetization current to the coil 478 to create a magnetic field that locks the armature 466 to the core housing 477. Once the magnetic force is created and the armature 466 is drawn to the core housing 477, the magnetization current applied to the coil 478 is no longer needed.
[00246] In some embodiments, the core housing 477 can be attached to the mounting plate 462. When the rotation blocking device 476 is in a locked state, the armature 466 is engaged with the core housing 477, and, thus, cannot rotate relative to the core housing 477. When the armature 466 is engaged with the core housing 477, the pawl 472 coupled to the armature 466 is restricted from rotating. Likewise, when the pawl 472 cannot move, the rotor latch 467 also cannot move. With the rotation blocking device 476 in a locked position, attempted movement of a trunk or compartment lid, to which the mounting plate 462 is attached, is unsuccessful, because rotation of the rotor latch 467 and the pawl 472 cannot be transferred to the armature 466.
[00248] To unlock the latch system 460, the residual magnetic force holding the armature 466 to the core housing 477 is reversed or nulled by applying a demagnetization current to the coil 478. FIG. 54 illustrates a cross-sectional view of a portion of the latch system 460 (taken along reference line 54 illustrated in FIG. 51) including the rotation blocking device 476 in an unlocked state. In an unlocked state, the armature 466 is no longer engaged with the core housing 477 and can rotate relative to the core housing 477. With the armature 466 free to rotate, the pawl 472 and the rotor latch 467 can also rotate. Attempted movement of the mounting plate 462 can apply pressure or force (generated by the contact of the pin or striker pin 465 with the opening 475 of the rotor latch 467) to the rotor latch 467 causing the rotor latch 467 to rotate. Rotating the rotor latch 467 can align the opening 475 of the rotor latch 467 with the opening 464 of the mounting plate 462. The pin or striker bar 465 can then be released from the opening 464 and the trunk or compartment lid can be opened. FIG. 51 illustrates a front view of the latch system 460 with the opening 475 of the rotor latch 467 positioned to release the pin or striker bar 465.
[00249] In some embodiments, the residual magnetic latch system 460 can be immediately reset (i.e., the residual magnetic rotation blocking device 476 can be returned to a locked state) after the rotor latch 467 reaches the open or unlatched position. FIG. 52 illustrates the latch system 460 in a reset state. In some embodiments, when the residual magnetic force is substantially nulled and the rotor latch 467 is opened, a biasing member 482a coupled to the rotor latch 467 forces the rotor latch 467 to rotate. As shown in FIGS. 51 and 52, the rotation of the rotor latch 467 caused by the biasing member 482a and/or the force of the striker bar 465 can force the protrusion 474a of the pawl 472 to disengage with the rotor latch 467. The biasing member 482a can include one or more compression springs, tension springs, elastomeric members, wedges, and/or foams, Pin or pawl guide 484b causes the pawl 472 to rotate as the pawl 472 is moved by the rotor latch 467. Protrusion 474a is disengaged from recess 474b.
[00253] As shown in FIGS. 55 and 56, the system 490 can include a rotor latch 491, a core housing 492, an armature 493, a coil 494, and a pawl 495. The system 490 can also include a controller 496. In some embodiments, the constructions, properties, and operations of the armature 493, the core housing 492, the coil 494, and the controller 496 are similar to the armature 18, the core housing 20, the coil 22, and the controller 24 described with respect to the steering column lock 12.
[00254] As shown in FIG. 56, the rotor latch 491 and core housing 492 can be an integrated component. The integrated rotor latch 491 and core housing 492 and the armature 493 can rotate about a rotor shaft 497. The armature 493 can include one or more pawl stops 498, which can be engaged by the pawl 495. The pawl 495 can also rotate about a pawl shaft 499.
[00255] FIGS. 55 and 56 illustrate the latch system 490 in an open position. In an open position, the rotor latch 491 can receive a pin or striker bar 500 into a release portion 491a of the rotor latch 491. In some embodiments, the striker bar 500 can be attached to a moveable element, such as a rear hatch of a vehicle, and the latch system 490 can be attached to a stationary element, such as a trunk or vehicle frame. In an open position, the armature 493 can engage with the core housing 492. As described above, the controller 496 can supply a magnetizing current to the coil 494 until the core housing 492 is engaged with the armature 493.
[00257] To release the striker bar 500 from the release portion 491a, the controller 496 can demagnetize the armature 493 and the core housing 492. Once the core housing 492 can rotate independently from the armature 493, the rotor latch 491 and core housing 492 can rotate back to the initial open position releasing the striker bar 500. In some embodiments, the system 490 can include a biasing member 501 that can force the rotor 491 back to an open position. The biasing member 501 can include one or more compression springs, tension springs, elastomeric members, wedges, and/or foams. The system 490 can include a rotor guide 502 that can prevent the rotor 491 from rotating past the open position.
[00269] In some embodiments, the pinions 560 of the planetary gears 554 maintain contact with the spring carriers 556 when a residual magnetic force is not present between the armature 534 and the core housing 536. The latching and unlatching of the armature 534 to the core housing 536 by the creation and elimination of a residual magnetic force can be performed to change the tightening rate of the wrap springs 540. When the armature 534 is unlatched from the core housing 536 (i.e., when no residual magnetic force is present between the armature 534 and the core housing 536), the rotation of the shaft 532 can be transferred through the sun gear 550 to the planetary gears 554 and from the planetary gears 554 to the armature 534. The rotation can cause the shaft 532, the sun gear 550, the planetary gears 554, and the armature 534 to rotate together at the same rate. When the armature 534 is latched to the core housing 536 (i.e., when a residual magnetic force is present between the armature 534 and the core housing 536), the armature 534 can be stationary and the planetary gears 554 can rotate independently between the sun gear 550 and the inner edge 558 of the armature 534. The size of the planetary gears 554 can cause the planetary gears 554 to independently rotate at a different rate than the shaft 532. This independent rotation can tighten the wrap springs 540 at a different rate than the rotation of the shaft 532.
[00271] The cam clutch/brake device 602 and the residual magnetic pilot control device 600, shown in FIG. 60, can include a shaft 610, a drive sleeve 612, an armature 614, a core housing 616, a coil 618, a ball and ramp actuator 620, a clutch/brake device 624, and an external device 626. In some embodiments, the constructions, properties, and operations of the armature 614, the core housing 616, the coil, and/or the controller (not shown) are similar to the armature 18, the core housing 20, the coil 22, and the controller 24 described with respect to the steering column lock 12.
[00272] In some embodiments, the states of the shaft 610 (i.e., whether the shaft is stationary or rotating) and the external device 626 can be synchronized when the clutch/brake device 624 is engaged. The external device 626 can include a rotor latch and a striker rod or pin, a gear-driven system, a power take-off accessory, a braking system with brake pads, etc. The clutch/brake device 624 can include a dog clutch, a multi-plate friction clutch pack, or other suitable braking or clutching devices.
[00276] When a residual magnetic force is present between the armature 614 and the core housing 616, the armature 614 can be locked to the core housing 616 and the drive sleeve 612 and cannot move axially. As the shaft 610 and the bottom ramp ring 635 rotate the ball 640 travels along the variable depth grooves of the top ramp ring 630 and bottom ramp ring 635. The drive sleeve 612 can be held axially stationary such that it cannot compensate for the variable depth grooves. As a result, the variable depth grooves between the top ramp ring 630 and the bottom ramp ring 635 are compensated by axial movement of the bottom ramp ring 635 allowed by a biasing support member 670. The biasing support member 670 can allow the bottom ramp ring 635 to change its axial position with respect to the shaft 610, and consequently, engage or load the clutch/brake device 624. In some embodiments, one part of the clutch/brake device 624 can be coupled to the bottom ramp ring 635. When one part of the bottom ramp ring 635 changes axial positions, that part of the clutch/brake device 624 can be brought into contact with another part of the clutch/brake device 624.
[00277] In some embodiments, the clutch/brake device 624 can include a clutch that transfers the state of the shaft 610 to the external device 626. The clutch/brake device 624 can also include a brake that transfers the state of the external device 626 (i.e., a stationary state) to the shaft 610. It should also be understood that the shaft 610 can be initially stationary. Engaging the clutch/brake device 624 can initiate rotation of the shaft 610 in addition to or rather than stopping or transferring rotation.
[00278] FIG. 61 includes a vehicle 700 that can include one or more embodiments of the residual magnetic devices of FIGS. 1-83. For example, the vehicle 700 can include a residual magnetic steering column lock 712, a residual magnetic ignition rotational inhibitor 714, one or more residual magnetic rear compartment latches 716 (e.g., a power lock/unlock latch, a power release latch), a residual magnetic fuel filler door latch and/or cap lock 718, one or more types of residual magnetic seat mechanisms 720 (e.g., seat position adjuster, seat angle recliner, headrest adjuster), one or more residual magnetic side door latch locking elements 722 (e.g., a power lock/unlock latch, a power release E-latch, a passive entry latch with dual inputs), a residual magnetic door check 724 (e.g., a step less door check and/or a programmable end stop), one or more residual magnetic hood latch releases 726 (e.g., a power release latch, an active hood system release), one or more residual magnetic storage compartment latches 728 (e.g., a glove box compartment latch, a console latch, a pop glass latch), one or more residual magnetic devices for vehicle pedals 730 (e.g., parking brake pedal lock or accelerator pedal lock), residual magnetic window lifts 732, residual magnetic seat belt retractor lock devices 734, residual magnetic programmable window devices 736 (e.g., upper position locks, programmable end stops), a residual magnetic fan and/or air conditioning clutch devices 738, a residual magnetic transmission device 740 (e.g., transmission shift interlock, BTSI lock, automatic transmission clutch actuator), residual magnetic suspension devices 742 (e.g., solely residual magnetic devices or a hybrid of hydraulic fluid and residual magnetic devices for shock absorber valves or sway bar locks), residual magnetic spare tire lifts 746 (e.g., cable locks), residual magnetic retractable roof systems 748 (e.g., open/closed position latches), a residual magnetic brake pad lock for a parking brake function 750, etc. Residual magnetic devices can be used in storage compartments in commercial vehicles (e.g., power release latches). Residual magnetic devices can be used in recreational vehicles (motorcycles, all terrain vehicles, snowmobiles, etc.) in steering column/handlebar locks or parking brake locks. Residual magnetic devices can be used in lawn and garden vehicles in power take off clutch devices or parking brake locks. Residual magnetic devices can be used in tractor trailers in emergency brake devices.
[00279] FIG. 62 includes a commercial or residential building 800 with a door 802, a door frame 804, and a residual magnetic door lock 806. The residual magnetic door lock 806 can include an armature 808 coupled to the door 802 and a core housing 810 coupled to the door frame 804, or vice versa. Residual magnetic window lock devices 812 can also be used to lock windows 814 in the building 800. The doors 802 and/or the windows 814 can be interior or exterior doors and/or windows. Residual magnetic devices can be used on interior or exterior doors 802 in hotels, apartment buildings, condominiums, etc. Residual magnetic devices can be used on security gates around or vaults in residential or commercial buildings.
[00283] Various additional features and advantages of the invention are set forth in the following claims.

中文:
[0007]图3示意性地示出了用于图1剩磁装置的控制器;
[0008]图4示意性地示出了图3控制器的微控制器;
[0012]图8和9是根据本发明一个实施例具有剩磁装置的旋转闭锁系统的侧视图;
[0013]图10是根据本发明一个实施例具有带溢出机构的剩磁锁定装置的旋转闭锁系统的侧视图;
[0015]图12是图11旋转闭锁系统的分解图;
[0017]图15是未锁定状态下图11旋转闭锁系统的横截面图;
[0018]图16是锁定状态下图11旋转闭锁系统的横截面图;
[0024]图22示出了根据本发明一个实施例的接合状态下的枢转剩磁轴向锁闩;
[0025]图23示出了脱离状态下图22的枢转剩磁轴向锁闩;
[0026]图24示出了根据本发明一个实施例的接合状态下的枢转剩磁轴向锁闩;
[0027]图25示出了接合状态下图24的枢转剩磁轴向锁闩;
[0028]图26示出了脱离状态下图24的枢转剩磁轴向锁闩;
[0029]图27示出了根据本发明一个实施例的接合状态下的非一体枢转剩磁轴向锁闩;
[0030]图28示出了脱离状态下图27的非一体枢转剩磁轴向锁闩;
[0031]图29示出了接合状态下图27的非一体枢转剩磁轴向锁闩;
[0033]图31示出了脱离状态下图30的非一体枢转剩磁轴向锁闩;
[0034]图32示出了接合状态下图30的非一体枢转剩磁轴向锁闩;
[0035]图33示出了根据本发明一个实施例的接合状态下的另一非一体枢转剩磁轴向锁闩;
[0036]图34示出了脱离状态下图33的非一体枢转剩磁轴向锁闩;
[0037]图35示出了接合状态下图33的非一体枢转剩磁轴向锁闩;
[0038]图36示意性地示出了根据本发明一个实施例的剩磁装置处于脱离状态的离合器系统;
[0039]图37示意性地示出了接合状态下图36的离合器系统;
[0040]图38示出了根据本发明一个实施例的具有剩磁锁闩的可变磁阻转矩致动器;
[0042]图40示出了接合状态下图38的转矩致动器;
[0046]图44示出了根据本发明一个实施例的剩磁装置处于接合状态下的齿轮传动锁闩系统的前视图;
[0049]图47示出了剩磁装置处于脱离状态下的图44的齿轮传动锁闩系统的前视图;
[0050]图48示出了根据本发明一个实施例的剩磁装置处于脱离状态下的联动锁闩系统的前视图;
[0052]图50示出了根据本发明一个实施例的剩磁装置处于接合状态下的联动锁闩系统的前视图;
[0053]图51示出了剩磁装置处于脱离状态下的图50的联动锁闩系统的前视图;
[0054]图52示出了剩磁装置处于复位接合状态下的图50的联动锁闩系统的前视图;
[0059]图57示出了根据本发明一个实施例的具有剩磁装置的卷绕弹簧装置;
[0060]图58示出了图57卷绕弹簧装置的前视图;
[0061]图59示出了图57卷绕弹簧装置的横截面图;
[0062]图60示出了根据本发明一个实施例的具有剩磁装置的凸轮离合器/制动器装置的横截面图;
[0063]图61是可包括一个或多个图1-83的剩磁装置的实施例的车辆的透视图;
[0064]图62是包括利用图1-83的剩磁装置的一个或多个实施例锁定的门和/或窗的建筑物的示意图;
[0065]图63示出了根据本发明一个实施例的具有剩磁装置的滚珠坡道制动系统的透视图;
[0066]图64示出了将滚珠坡道制动系统的罩壳除去了的图63滚珠坡道制动系统的侧视图;
[0068]图66a示出了图63滚珠坡道制动系统的坡道底板的前视图;
[0069]图66b示出了图63滚珠坡道制动系统的坡道底板的透视图;
[0074]图70示出了图63滚珠坡道制动系统的透视横截面图。
[0075]在详细阐述本发明的任何实施例之前,要理解的是,本发明不局限应用于下列说明中提出或下面附图中示出的部件构造和配置的细节。本发明能采用其它实施例,并以多种方式实践或实施。此外,要理解的是,这里使用的措辞和术语只起说明的目的,不应被认为是限制性的。这里“包含”、“包括”或“具有”及其变型的使用是要涵盖后面列举的项目、其等价物以及附加项目。术语“安装”、“连接”和“联接”是宽泛地使用的,涵盖直接和间接的安装、连接以及联接。此外,“连接”和“联接”不局限于物理或机械的连接或联接,并可包括电连接或联接,不论直接或间接。
[0079]由衔铁18和铁心壳20形成的闭合磁路结构是由这样的材料构成的,其在放在磁场中时获得磁性并在磁场移去后保持磁性。在一些实施例中,衔铁18和铁心壳20是由硬度大致为40Rc的SAE52100合金钢构成的,当以闭合磁路(例如环)构造且暴露于一定水平的磁场时能产生20至25奥斯特的矫顽力Hc和高达13000高斯的剩余磁通密度BR。衔铁18和铁心壳20也可由其它材料制成,比如各种钢合金、SAE1002钢、SAE1018钢、SAE1044钢、SAE1060钢、SAE1075钢、SAE1080、SAE52100钢、各种铬钢、各种工具钢、空气硬化(或A2)工具钢。在一些实施例中,衔铁18和铁心壳20可由金属粉末构成,比如包括铬、钼、镍、石墨和铁的粉末金属03.42.1233。衔铁和铁心壳的一个或多个部分(例如硬外层和软内部)可具有各种硬度值如20Rc、40Rc和60Rc。大部分软磁材料显示一定量的残磁或剩磁(磁通密度)。矫顽力(H轴)和剩余磁通密度(B轴)决定剩磁装置10是否适用于特定应用场合。在一些实施例中,矫顽力和磁通密度可变化。气隙中产生的磁通量和跨气隙维持的磁通势越大,剩磁装置的剩磁力就越大。矫顽力可从软低碳钢(例如SAE1002)的1.5奥斯特变化到高合金钢(例如硬度为60Rc的SAE52100)的53奥斯特。矫顽力和/或硬度值的其它范围可适用于特定的应用场合。其它材料和相关的剩磁性质将在下面加以描述。
[0081]衔铁18和铁心壳20的材料也可变化,以改变转向管柱锁定器12或任何其它类型的剩磁装置的重量和/或大小。材料的类型是否能减少剩磁锁定器的大小和重量取决于材料的剩磁性质BR和HC。在气隙处由材料提供的能量越高,剩磁装置就会越小。剩磁装置的大小可变化,以符合特定应用场合的重量要求。例如,一些车辆具有限制了转向管柱锁定器12的尺寸和/或重量的重量和/或大小限制。在一些实施例中,衔铁18和铁心壳20由硬度为40Rc的SAE52100制成,且衔铁18和铁心壳20一共可重达约10磅。转向管柱锁定器12中也可使用其它类型的材料和硬度值,以增大或减小转向管柱锁定器12的大小和/或重量。
[0082]如图2和5所示,铁心壳20包括内心20a、外心20b、轭20c(支承内心和外心)以及位于内心20a与外心20b之间的凹陷或开口20d。凹陷20d容纳线圈22。在一些实施例中,线圈22包括21标准直径(gauge)的铜线。其它导线或介质也可包括在线圈22中。所供给的电流和线圈22中的匝数确定施加给衔铁18和铁心壳20材料上的磁场和磁通量以及衔铁18与铁心壳20之间对应的接合力。在一些实施例中,线圈22包括265匝,尽管可以依照锁定器12的特定应用和能实现的电流水平采用更少或更多的匝数。
[0088]控制器24的状态确定口29还可使用其它机构确定电磁组件26的状态。例如,状态确定口29可与一个或多个传感器连接,比如霍尔效应传感器,这些传感器至少确定电磁组件26中存在的磁通量的特性。位于电磁组件26的磁通路线中的霍尔效应传感器可检测磁通量值,并可将磁通量值传递给状态确定口29。状态确定口29可使用磁通量值来确定检测的磁通量是否对应于电磁组件26接合或脱离时存在的磁通量。
[0090]在一些实施例中,控制器24的硬件互锁电路30可提供安全特征,以帮助避免锁定器12意外锁定或解锁。例如,硬件互锁电路30可过滤由总线收发器36接收或由微控制器28产生的控制信号,以确保无效信号不锁定或解开锁定器12。硬件互锁电路30可防止动力波动或快速控制信号意外锁定和/或解开锁定器12。在检测到无效信号时,硬件互锁电路30可中止锁定器12的操作,直到控制器24重设或修理,如果必要的话。在一些实施例中,当给控制器24供电时,硬件互锁电路30可中止电磁组件26的操作,直到操作检查执行并通过(例如,供给的电压在有效范围内,确定了电磁组件26的适当状态等)。在一个实施例中,硬件互锁电路30可在控制器24的设定阶段中中止,随后可启动并设定用来操作。
[0091]控制器24不局限于上面示出并描述的部件和模块。由上述部件提供的功能性也可采用多种方式组合。在一些实施例中,控制器24可提供防窜改功能,于是未经许可的锁定器12的锁定或解开不能通过改变电磁组件26的存储状态或由控制器24提供的锁定和解开过程而实现。
[0092]在一些实施例中,如图4所示,微控制器28可包括收发器40、状态工具模块41、处理器42以及存储模块43。微控制器28还可包括更多或更少的部件,上面列举的部件提供的功能性也可采用多种方式组合并分配。微控制器28可通过收发器40接收并发送信号。在一些实施例中,收发器40包括通用的异步接收器/发送器,其容许微控制器28异步地接收并发送控制和/或状态信号。状态工具模块41可包括放大器、转换器(例如模数转换器)或其它工具来处理通过状态确定口29发送并接收的状态确定信号。处理器42可包括微处理器、专用集成电路或其它机构来接收输入信号和处理指令。在一些实施例中,处理器42可发出指令或控制信号,它们由收发器40输出并传递给总线收发器36、电源35、电源控制模块34、状态确定口29和/或硬件互锁电路30。控制信号可用于报告电磁组件26的状态、改变电磁组件26的状态和/或确定电磁组件26的状态。
[0093]存储模块43可包括非易失性存储器,比如ROM、磁盘驱动器和/或RAM中的一个或组合。在一些实施例中,存储模块43包括闪速存储器。存储模块43可包括已由处理器42获得和/或执行的指令和数据。在一些实施例中,存储模块43可包括指明电磁组件26状态的变量、标记、注册或位。在一些实施例中,存储模块43可存储与控制器24部件相关的操作信息。例如,存储模块43可存储电源控制模块34可提供的电压值范围、硬件互锁电路30的当前状态、用于与状态确定口29上接收的数据作比较的阈值数据等。
[0094]在一些实施例中,控制器24可给线圈22提供电压,以产生或消除衔铁18与铁心壳20之间的剩磁力。由控制器24供给的电压范围可为约8伏特至约24伏特。其它特定电压和电压范围也可依照性能和特定应用使用。在一些实施例中,控制器24可将差不多达到10安培的磁化电流供给到线圈22,从而在线圈22的四周产生磁场。由施加给线圈22的磁化电流产生的磁场可在衔铁18与铁心壳20之间产生剩磁力,该力将衔铁18牵引并保持到铁心壳20,即便当控制器停止供给磁化电流时。
[0096]在去磁过程当中,控制器24可以脉冲的形式施加更迭极性电流(即磁化和去磁电流),其可在一些实施例中持续减少以产生逐渐减小的磁场。通过减少每个更迭极性脉冲的持续时间,线圈22中的电流水平乃至铁心壳20中的磁通水平可逐渐降低,直到铁心壳20的磁滞达到最小。
[00100]参见图1和转向管柱锁定器12,铁心壳20和线圈22可紧紧地装在车辆16上。铁心壳20和线圈22可与转向盘轴48同心地安装。在一些实施例中,铁心壳20和/或线圈22的中心轴线可相对于转向盘的中心轴线偏心地安装。衔铁18旋转地受制于转向盘轴48上,但可在转向盘轴48的轴向上移动。衔铁18可与转向盘轴48同心地安装。衔铁18的中心轴线也可相对于转向盘轴48的中心轴线偏心地安装。在一些实施例中,齿轮、联动件或其它适当部件可用于将衔铁和/或铁心壳与转向盘轴48联接起来。
[00102]在一些实施例中,材料中的磁通水平增大,以及随之铁心壳20与衔铁18之间的剩磁力增大,直到达到铁心壳20和衔铁18的磁饱和。磁饱和出现在当材料已达到其最大磁势的时候。在一些实施例中,控制器24提供约50毫秒至约100毫秒时间的电流,以使衔铁18和铁心壳20达到磁饱和。一旦达到了磁饱和,进一步施加电流就对材料的吸引力或剩磁力帮助很小或没有帮助。
[00105]由于磁性材料的磁滞性,一旦锁定器12接合,控制器24就可停止给线圈22供给磁化电流。在一些实施例中,磁性材料的磁滞性限制锁定器12需要的动力量,因为控制器24仅供给动力来改变锁定器12的状态而不是保持锁定器12状态。
[00106]由施加电压给线圈22产生的剩磁力的最佳大小可利用铁心壳20和衔铁18的横截面积并通过衔铁18与铁心壳20之间的磁气隙60(如图5所示)加以确定。磁气隙60越小,电磁组件26就越接近地达到使用材料最大的剩磁力。在衔铁18和铁心壳20为一个一体部件或部分(例如具有闭合磁路的材料环)时,就会观察到最高的剩磁力而没有任何磁气隙60。
[00107]在一些实施例中,使剩磁载荷达到最佳所需的磁性材料性质是高矫顽力(Hc)和高剩余磁通密度(BR)。剩磁载荷的有效性是通过可在磁气隙中产生的磁通量(麦克斯韦)和可跨磁气隙维持的磁通势(安培-匝)度量的。这两个量面积的二分之一[1/2×(总气隙磁通)×(磁通势)]或气隙磁导率线和磁滞曲线下方的面积(如图6g所示)是存储在磁气隙中的能量。因此,每立方厘米材料磁气隙的最佳或最大可能的能量是评估剩磁应用中所用材料的磁效率的逻辑方式。
[00108]图6a-6h示出了几种材料的磁滞曲线或回线,例如碳含量为0.02%-1.0%且硬度从完全退火至60Rc的钢。曲线分成四个象限。第二象限表示去磁象限。包括在第二象限中的磁滞回线部分称为去磁曲线。剩余磁通密度(BR)存在于闭合回路如环中,总矫顽力(Hc)是克服材料的磁阻以建立闭合回路所需的力。
[00110]图6g示出了硬度为40Rc的SAE52100合金钢材料的磁滞曲线68。所考虑的磁性材料的磁气隙磁导线和磁滞曲线的交叉点确定了气隙处的磁通密度Bd和磁场强度Hd,这对确定所考虑的应用场合的剩磁力是有用的。没有磁气隙60的磁化衔铁18和铁心壳20的剩磁力是由位于y轴上的线70表示的。在一些实施例中,锁定器12接合时的磁气隙60为约0.002英寸到0.005英寸。线73和74表示衔铁与铁心壳之间两个可能气隙的磁导[(磁通/(安培-匝)]。在转向管柱锁定器12的实施例中,线73和74可分别表示0.002英寸和0.005英寸气隙的磁导。当确定了理想设计的磁极面的横截面积时,可通过线73和74的交叉点确定磁通密度,且材料磁滞曲线可用于计算剩磁力。在一些实施例中,0.002英寸磁气隙是利用非常光滑或精细研磨的表面(即,该表面的光滑度或平整度优于一个光带,表面光洁度优于“类研磨”光洁度)产生的。0.005英寸的磁气隙可利用平整的“类研磨”表面产生。在一些实施例中,磁气隙60可通过精磨“类研磨”表面而从0.005英寸降到0.002英寸,让表面更为光滑且在衔铁18与铁心壳20之间产生紧密的接合。在一些实施例中,锁定器12脱开时衔铁18与铁心壳20之间的气隙或分隔距离大于锁定器12接合时的磁气隙。例如,脱开时的气隙或分隔距离可为约0.05英寸或更大。
[00111]图7示出了磁滞曲线68的去磁象限,并将磁通密度(B)转化为转矩,以及将磁场强度(H)转化为与电磁组件26的物理特性相关的电流。图7示出了硬度为40Rc的SAE52100合金钢经计算的扭转载荷,其中线70、73和74分别示出了零英寸的磁气隙、0.002英寸的磁气隙以及0.005英寸的磁气隙。
[00112]表1列出了几种可用于各种剩磁应用的磁性材料,比如钢。在一些实施例中,针对特定的剩磁应用比如闭锁力、响应时间、磁响应(磁导率)等来选择材料。一些需求会要求闭锁力较紧但不会要求响应时间快。其它应用会要求闭锁力较小但磁响应(磁导率)较高。表1列出了各种钢的性质,并在给定特定磁气隙磁化曲线的情况下为每种材料提供了磁气隙能量。磁气隙磁化曲线具有在第二象限中从原点引出且与材料去磁曲线相交的负斜率。交叉点确定了(Bd),(Hd)以及每单位体积材料的磁气隙的能量。
[00113]如表1所示,SAE52100Rc40合金钢对于特定的磁气隙大小具有最高的磁气隙能量。高磁气隙能量表明,52100Rc40合金钢在表1列出的材料当中具有最大的剩磁闭锁力或接合力。不过,SAE52100Rc40合金钢的最大磁导率(μmax)为443,小于表1列出的一些其它材料的。磁导率越小,磁化速率越慢。通常,随着材料的合金化或硬度加大,剩磁力增大而磁导率(磁化速率)减小。
[00117]在一些实施例中,使铁心壳20和衔铁18达到磁饱和,并且如果检测到滑移,附加电流被施加给线圈22以增大铁心壳20与衔铁18之间的电磁力(例如,在硬度为40Rc的SAE52100钢的情况下力加倍)。不过,当附加电流停止时,由于铁心壳20和衔铁18已经磁饱和,附加电磁力并不保持,而先前的剩磁力保持。
[00127]图8和9示出了本发明的一个实施例,其包括一个旋转闭锁系统,其采用剩磁来阻止机构在预定开始和停止位置的旋转。在一些实施例中,剩磁装置可使用旋转运动和轴向运动来使转矩阻止能力达到最大。图8和9示出了包括在车辆点火组件80中的剩磁旋转闭锁装置78。在一些实施例中,剩磁旋转闭锁装置78阻止车辆点火组件80的旋转。剩磁旋转闭锁装置78可阻止车辆点火组件80的启动旋转或正转,以防止车辆启动。剩磁旋转闭锁装置78还可用于阻止车辆点火组件80的反转,以提供停车互锁功能,其阻止车辆点火组件80的旋转直到车辆停车为止。剩磁旋转闭锁装置78可与带钥匙的车辆点火组件80(如图8所示)一起使用,其中钥匙可插入并转动以操纵车辆点火组件80。剩磁旋转闭锁装置78还可与车辆点火组件80一起使用,其中使用者转动旋钮或按下按钮,以操纵、旋转或以其它方式致动车辆点火组件80。剩磁旋转闭锁装置78还可与其它构造用来启动和停止、打开或关闭、选定或撤消选定、或锁定或解开部件的旋转传递系统一起使用。
[00129]图8和9所示的车辆点火组件80包括输入装置81(比如钥匙或旋钮)、点火缸83、驱动器84、点火开关86以及剩磁旋转闭锁装置78。输入装置81可插入点火缸83中或以其它方式与之联接。点火缸83可旋转地与驱动器84联接,而驱动器84可旋转地与点火开关86联接。输入装置81可用于将旋转传递给点火开关86,以便操纵车辆点火以启动车辆。在一些实施例中,输入装置81、点火缸83和/或驱动器84可以是一体单元。
[00131]在一些实施例中,铁心壳92可安装在车辆点火组件80的外壳(未示出)上,这可防止铁心壳92相对于外壳在旋转方向或轴向方向上移动。可随驱动器84旋转的点火缸83可通过铁心壳92,并可被容许基本自由地通过铁心壳92的开口旋转。
[00132]在锁定状态下,如图8所示,车辆点火组件80可阻止因剩磁旋转闭锁装置78的衔铁90与铁心壳92之间的剩磁力引起的旋转。如果操作员在没有正当许可的情况下而试图旋转输入装置81的话,衔铁90与铁心壳92之间的剩磁力就会防止输入装置81乃至点火开关86的旋转运动。
[00135]车辆点火组件80可包括其它安全或预防机构以制约未经许可的旋转。在一些实施例中,点火缸83或输入装置81包括溢出机构106,如图10所示。当衔铁90和铁心壳92接合且车辆点火组件80处于锁定状态下时,过量转矩可由溢出机构106消散。溢出机构106可包括分隔断口107,其沿着车辆点火组件80的旋转传递路径产生间隙或裂口。分隔断口107可包括带有一个或多个凹槽108a和一个或多个凸起108b的止动构造108。在一些实施例中,凸起108b可包括自由移动的滚珠轴承或圆形部件,其可与凹槽108a止靠或接合。在正常操作中,凸起108b可与凹槽108a接合,以致它们一起移动并旋转。车辆点火组件80处于锁定状态下时施加给输入装置81的转矩会导致凸起108b从凹槽108a脱离。例如,如果凸起108b包括滚珠轴承,施加转矩会促使滚珠轴承脱出凹槽108a。在一些实施例中,当将大约2英尺磅的转矩施加给输入装置81或点火缸83时,止动构造108就会脱离。当车辆点火组件80锁定且止动构造脱离时,凹槽108a会仍然不动而凸起108b会旋转。溢出机构106的止动构造108容许过量转矩由输入装置81或点火缸83消散,而不会损害车辆点火组件80或传递容许未经许可地访问车辆或操纵车辆的力。溢出机构106还可包括偏压元件109,其可让止动构造108返回到开始或预定位置(例如,凹槽108a与凸起108b接合的位置)。偏压元件109可包括一个或多个压缩弹簧、张力弹簧、弹性体元件、楔子和/或泡沫体。
[00136]在解锁状态下,如图9所示,在接收到正当许可(即,插入被认可的钥匙、车辆变速器换档到停车、由传感器接收的被动识别等)之后剩磁旋转闭锁装置78被去磁。衔铁90与铁心壳92之间的剩磁力消除且衔铁90相对于铁心壳92基本自由地旋转。止动构造96还可在车辆点火组件80从一个位置旋转到另一个位置时提供瞬时的“卡合”之感。由止动构造96带来的感觉可用于给操作员指明车辆点火组件80的各种状态,比如“关闭”、“辅助”或“运行”。车辆点火组件80还可包括一个或多个偏压元件104,比如一个或多个压缩弹簧、张力弹簧、弹性体元件、楔子和/或泡沫体,它们位于衔铁90与驱动器84之间以偏压凸起96b从而与凹槽96a接合。当剩磁旋转闭锁装置78脱离时,偏压元件104可选择地在衔铁90与铁心壳92之间提供分离力。
[00139]图11示出了根据本发明一个实施例的另一车辆点火组件110。车辆点火组件110可包括钥匙柄或输入装置112、轴114、铁心壳116、线圈118以及花键联接器120。输入装置112可作为用于访问、旋转、释放或打开部件如车辆点火系统、门或锁闩的手柄或机构操作。轴114可自输入装置112延伸并穿过铁心壳116的中心开口。在一些实施例中,铁心壳116和线圈118的构造、性能以及操作与上面针对转向管柱锁定器12描述的铁心壳20和线圈22相似。车辆点火组件110还可包括上面针对转向管柱锁定器12描述的控制器(未示出)。
[00142]轴114的端部可包括轴驱动器124,其被构造成与衔铁118接合。在一些实施例中,衔铁122可包括接纳或接收轴114和驱动器124的中心开口126。衔铁122可位于花键联接器120内,这样当衔铁122旋转时,花键联接器120也旋转。衔铁122和花键联接器120还可构造成容许衔铁122在花键联接器120内轴向移动,以容许轴114和轴驱动器124与衔铁122的中心开口126接合。
[00143]在一些实施例中,中心开口126包括如图12、13和14所示的蝴蝶领结形状。图13示出了轴114,其可具有大体圆柱的形状,位于衔铁122的中心开口126内。轴114和中心开口126的尺寸和形状容许轴114在中心开口126内自由旋转,而不传递旋转到衔铁122。
[00144]相比之下,图14示出了轴驱动器124,其具有大体矩形的形状,位于衔铁122的中心开口126内。轴驱动器124的形状和大小使相对边缘与中心开口126接合,以致轴驱动器124的旋转传递到衔铁122乃至花键联接器120。
[00149]上述的车辆点火组件110还包括针对转向管柱锁定器12描述的控制器。该控制器可给线圈118提供磁化和去磁电流,以便锁定和解锁车辆点火组件110。该控制器可利用上面针对转向管柱锁定器12描述的一种或多种方法(即,开关、霍尔效应传感器等)确定剩磁力的状态。在一些实施例中,转向管柱阻断装置(如图36A和37A所示)可采用与车辆点火组件110相似的离合器装置产生。
[00150]图17示出了根据本发明另一个实施例的车辆轮胎制动系统的剩磁旋转制动系统140。旋转制动系统140可包括铁心壳142(其包括基本接地到车辆的线圈)、转子衔铁148、与轮毂152成为一体的联接器144以及轮胎或车轮154。应该理解的是,旋转制动系统140的铁心壳142、线圈以及衔铁的构造、性能以及操作可与上面针对转向管柱锁定器12描述的铁心壳20、线圈22以及衔铁18相似。剩磁轮胎制动系统140还可包括针对转向管柱锁定器12描述的控制器。
[00153]为了释放制动系统140,磁化电流的极性可被反向(即,去磁电流)并以预定的电流水平施加,从而使铁心壳142和转子衔铁148的材料去磁。在一些实施例中,制动系统140可通过逐渐增大反向极性电流以渐进的方式释放,直到达到完全预定的去磁电流水平。
[00154]上述旋转制动系统140还可用作零动力剩磁停车制动系统。剩磁停车制动系统140可包括针对转向管柱锁定器12描述的控制器以产生制动力。控制器可给铁心体内的线圈提供磁化和去磁电流,以应用和释放旋转制动系统140。例如,剩磁停车制动器可通过将调制磁化电流水平脉冲输送到嵌在铁心体142内的线圈而接合,以产生能够让铁心体和转子衔铁的材料完全饱和的磁场。一旦电流脉冲完成,就会设定高的剩磁力且停车制动器接合,无需进一步与剩磁停车制动器电相互作用,直到达到理想时间来释放它。控制器还可采用上述的一种或多种方法(即,开关、霍尔效应传感器等)确定衔铁与铁心壳之间剩磁力的状态。为了释放上述剩磁停车制动系统,可给铁心壳内的线圈脉冲输送去磁电流,且剩磁力可被减少或基本消除。偏压元件比如一个或多个压缩弹簧、张力弹簧、弹性体元件、楔子和/或泡沫体都可用于偏压转子衔铁148使其离开铁心体142。
[00155]图63示出了根据本发明一个实施例的剩磁滚珠坡道制动系统1020。如图63所示,滚珠坡道制动系统1020可包括接地带1022、罩壳1024、铁心壳1026、轴1028、坡道顶板1030以及轴承和/或弹簧组件1032。图64示出了将罩壳1024除去了的滚珠坡道制动系统1020。如图64所示,滚珠坡道制动系统1020还包括衔铁1034和一个或多个滚动元件或滚珠1036。滚珠坡道制动器1020还可包括线圈1038(见图65)。在一些实施例中,衔铁1034、铁心壳1026和/或线圈1038的构造、性能以及操作与上面针对转向管柱锁定器12描述的衔铁18、铁心壳20以及线圈22相似。滚珠坡道制动系统1020还可包括上面针对转向管柱锁定器12描述的控制器(未示出)。
[00156]在一些实施例中,铁心壳1026可与基本接地的第二元件(例如,接地带1022)直接或间接联接(或铁心壳1026本身可接地),并且衔铁1034可与被容许相对于第二元件移动(例如,旋转地和/或平移地)的第一元件(例如轴1028)间接联接。正如上面针对转向管柱锁定器12描述的,当给线圈1038供给磁化电流时,可产生使衔铁1034与铁心壳1026接合且因此防止衔铁1034相对于第二元件实际上运动的剩磁力。
[00169]上述剩磁旋转制动和锁定装置可用在不同于上述那些的各种系统和应用场合中。例如,上述剩磁制动装置、剩磁锁定装置以及剩磁旋转闭锁装置可用于操纵后舱或行李箱锁闩和辅助锁闩比如加油口锁闩、手套箱锁闩以及控制台锁闩。剩磁制动、锁定和/或旋转闭锁装置还可用于操纵车门锁闩、车窗锁闩、机罩锁闩、座椅机构(例如倾角和线性的座椅和头枕位置调节器)、车门开度限位器、离合器接合致动器以及转向盘位置调节器。
[00170]由旋转制动系统140提供的功能性还可应用到倾角和线性系统。在一些实施例中,剩磁轴向锁闩可包括与通常不动的元件或面板(例如车架或车体面板、门框、控制台或车箱、行李箱架、机罩架、窗架、座椅等)附接的铁心壳和与活动元件或面板(例如入口车门、加油口门、手套箱门、控制台或存物箱门、活顶车顶、备胎曲柄、行李箱盖、后舱门、机罩、车窗、头枕等)附接的衔铁。当产生剩磁力时,活动元件上的衔铁可保持到构架上的铁心壳上,以便将活动元件锁定到不动元件上。铁心壳和衔铁的位置可互换,使得铁心壳与活动元件附接,而衔铁与不动元件附接。
[00171]如图18所示,在一些实施例中,剩磁轴向锁闩或止动器160可具有环形或圆柱构造。剩磁轴向锁闩160可包括衔铁161、铁心壳162、线圈163以及控制器164。剩磁轴向锁闩160还可包括穿过衔铁162和铁心壳164的轴165。
[00175]作为选择,如图21所示,剩磁轴向锁闩170的U形构造可产生大体较扁平的矩形磁场178,其被构造成让线性或棒形衔铁171与U形铁心壳172的顶部接合。
[00177]在圆柱形构造和U形构造中,控制器164或控制器174可检测活动元件是否大致靠近或接触不动元件。控制器164或控制器174可将磁化电流脉冲输送给线圈163或线圈173,以使衔铁161锁定到铁心壳162或使衔铁171锁定到铁心壳172,以便使活动元件保持到不动元件。在剩磁轴向锁闩160或剩磁轴向锁闩170锁定的情况下,活动元件基本不能相对于不动元件移动。
[00178]为了释放锁闩,可提供远程访问开关或释放机构。一旦该开关或机构被启动,控制器164或控制器174可给线圈163或线圈173提供去磁电流,以便从铁心壳162上解开衔铁161或从铁心壳172上解开衔铁171。当剩磁轴向锁闩160或剩磁轴向锁闩170解开时,活动元件可再次相对于不动元件移动。
[00181]图24示出了根据本发明一个实施例的剩磁轴向锁闩170b。剩磁轴向锁闩170b可包括衔铁171b、铁心壳172b、线圈173b、偏压元件180b以及带有锁闩凸起182b的锁闩181b。图25示出了剩磁轴向锁闩170b的侧视图。如图25所示,锁闩181b可包括输入机构183b。输入机构183b可被施加作用力以使锁闩181b绕着锁闩枢转点184b旋转。在一些实施例中,输入机构183b可与盖、门把手或别的活动元件(未示出)联接。通过移动盖、门把手或活动元件,可给输入机构183b施加手动力。
[00182]为了解开剩磁轴向锁闩170b,可使锁闩181b旋转。在一些实施例中,锁闩181b的旋转路径使锁闩凸起182b下移且通过U形铁心壳172b的中央。不过,当铁心壳172b与衔铁171b接合时,锁闩181b不能旋转,因为锁闩181b的旋转路径受到衔铁171b位置的抑制。在一些实施例中,在衔铁171b与铁心壳172b接合的情况下,锁闩181b不能旋转而使锁闩凸起182b与U形铁心壳172b脱离。
[00183]为了解开剩磁轴向锁闩170b,衔铁171b可与铁心壳172b脱离并绕着枢转点179b枢转,以容许锁闩181b旋转并使锁闩凸起182b摆动而脱离与铁心壳171b的接触。在一些实施例中,偏压元件180b可促使衔铁171b枢转而脱离与铁心壳172b的接触。偏压元件180b可包括一个或多个压缩弹簧、张力弹簧、弹性体元件、楔子和/或泡沫体。
[00184]图26示出了锁闩181b从铁心壳172b上解开的剩磁轴向锁闩170b。在一些实施例中,在锁闩181b从铁心壳172b上解开的情况下,门、盖或其它活动元件可移动,且入口、箱舱或其它不动元件可进入,比如建筑物、手套箱或车辆行李箱。
[00185]图27示出了根据本发明另一个实施例的剩磁轴向锁闩170c。如图27所示,剩磁轴向锁闩170c可包括衔铁171c、铁心壳172c以及线圈173c。在一些实施例中,衔铁171c可在枢转点179c上枢转。剩磁轴向锁闩170c还可包括偏压元件180c、在枢转点184c上旋转的带有锁闩凸起182c的转子锁闩181c以及联动系统或机构185c。在一些实施例中,联动机构185c可包括肘杆,其将衔铁171c和铁心壳172c与转子锁闩181c连接起来。联动机构185c可将转子锁闩181c的运动传递给衔铁171c。联动机构185c可在枢转点186c上枢转。
[00189]在一些实施例中,在撞杆188c释放之后,剩磁轴向锁闩170c可复位。通过给线圈173c供给磁化电流,衔铁171c可与铁心壳172c再接合。在一些实施例中,偏压元件180c可促使衔铁171c朝向铁心壳172c枢转。偏压元件180c可包括一个或多个压缩弹簧、张力弹簧、弹性体元件、楔子和/或泡沫体。
[00190]图29示出了复位的剩磁轴向锁闩170c。在剩磁轴向锁闩170c复位的情况下,转子锁闩181c可接纳撞杆188c。当转子锁闩181c接纳撞杆188c时,撞杆188c的力可让转子锁闩181c转回到关闭位置,如图27所示。在一些实施例中,联动机构185c的肘杆可自由地摆动打开,直到转子锁闩181c旋转到图27所示的关闭位置。在一些实施例中,锁闩凸起182c可停止转子锁闩181c在打开位置上的旋转。
[00191]图30示出了根据本发明另一个实施例的剩磁轴向锁闩170d。如图30所示,剩磁轴向锁闩170d可包括衔铁171d、铁心壳172d以及线圈173d。在一些实施例中,衔铁171d可在枢转点179d上旋转。剩磁轴向锁闩170d还可包括偏压元件180d、在枢转点184d上旋转的带锁闩凸起182d的转子锁闩181d以及联动机构185d。在一些实施例中,联动机构185d包括将衔铁171d和铁心壳172d与转子锁闩181d联接起来的爪。联动机构185d可在枢转点186d上枢转。
[00194]如图31所示,衔铁171d可与铁心壳172d脱离并能绕着枢转点179d枢转。衔铁171d可枢转以容许联动机构185d和转子锁闩181d旋转。转子锁闩181d可旋转到打开位置以便释放撞杆188d。
[00196]图32示出了复位的剩磁轴向锁闩170d。通过让剩磁轴向锁闩170d复位,转子锁闩181d可处于打开位置上,使得转子锁闩181d可接纳撞杆188d。在一些实施例中,接纳撞杆188d的力可促使转子锁闩181d转回到关闭位置。锁闩凸起182d可停止转子锁闩181d在关闭位置上的旋转。
[00197]图33示出了根据本发明一个实施例的另一剩磁轴向锁闩170e。如图33所示,剩磁轴向锁闩170e可包括衔铁171e、铁心壳172e以及线圈173e。剩磁轴向锁闩170e还可包括偏压元件180e、在枢转点184e上旋转的带锁闩凸起182e的转子锁闩181e以及联动机构185e。在一些实施例中,转子锁闩181e包括可接纳撞销或撞杆188e的释放部187e。在接合状态下,转子锁闩181e可保持在锁定状态下,防止撞杆188e释放。
[00199]在一些实施例中,衔铁171e安装成基本固定不动,线圈173e卷绕在衔铁171e的四周。铁心壳172e可绕着枢转点189e朝向和远离衔铁171e枢转。在一些实施例中,当铁心壳172e枢转时,联动机构185e可绕着销192e滑动或移动。联动机构185e可滑动或移动且接合或抓住锁闩凸起182e。
[00200]图33示出了铁心壳172e以剩磁力与衔铁171e接合的接合状态下的剩磁轴向锁闩170e。为了从释放部187e上释放撞杆188e,转子锁闩181e可旋转。当转子锁闩181e旋转时,锁闩凸起182e促使联动机构185e旋转。不过,当铁心壳172e与衔铁171e接合时,联动机构185e不能滑动和/或旋转,且因此,转子锁闩181e也不能旋转。
[00201]如图34所示,在铁心壳172e与衔铁171e脱离的情况下,铁心壳172e可在枢转点189e上枢转,以便容许联动机构185e绕着销192e移动或滑动,并使联动机构185e与转子锁闩181e脱离。转子锁闩181e可随后旋转到打开位置以便释放撞杆188e。
[00210]图36示出了根据本发明一些实施例的剩磁离合器系统194。离合器系统194可包括第一元件195、铁心壳196、第二元件197以及衔铁198。在一些实施例中,衔铁198、铁心壳196和/或线圈(未示出)的构造、性能以及操作与针对转向管柱锁定器12描述的衔铁18、铁心壳20以及线圈22相似。离合器系统194还可包括针对转向管柱锁定器12描述的控制器(未示出)。
[00218]图38示出了具有剩磁锁闩200的可变磁阻转矩致动器。在一些实施例中,具有剩磁锁闩200的转矩致动器可用在门闩系统和/或锁闩释放系统中。具有剩磁锁闩的转矩致动器可包括衔铁202、铁心壳204、线圈206、两个铁心止挡208、偏压元件210(例如,一个或多个压缩弹簧、张力弹簧、弹性体元件、楔子和/或泡沫体)以及控制器212。在一些实施例中,衔铁202、铁心壳204、线圈206和/或控制器212的构造、性能以及操作与针对转向管柱锁定器12描述的衔铁18、铁心壳20、线圈22以及控制器24相似。在一些实施例中,线圈206和铁心壳204可为U形,如上面针对示出剩磁轴向锁闩的实施例的图18-21示出和描述的那样。
[00220]气隙208a和208b的大小可在转矩致动器的操作中引导磁通。例如,在转矩致动器的旋转致动操作过程中,气隙208a是最小且阻力最小的气隙。因此,大部分的回路磁通量流经磁气隙208a。同样,当衔铁202闭锁时,如图40所示,气隙208b是最小的气隙。因此,大部分的回路磁通量将流经气隙208b。转矩致动器的衔铁202在它移动时改变气隙208b的磁阻或磁导,且机械力或转矩通过磁阻的改变而产生。当衔铁202接近铁心止挡208时,随着磁通路线从气隙208a变到气隙208b,衔铁202可继续加速,且随着气隙208b变小,牵引载荷增大了距离的平方反比。
[00221]如图39所示,当磁化电流通过控制器212施加给线圈206时,线圈206产生了方向和路径由箭头表示的磁场230。应该理解,磁场的方向与施加给线圈206的磁化电流方向有关。磁场230还可产生为在图39所示的反方向上流动。在一些实施例中,磁场230遵循最小阻力的路径(即气隙最小的路径)。磁场230可以比在空气中行进阻力要小的阻力行经铁心壳204和衔铁202的材料。换句话说,随着衔铁202与铁心壳204之间的磁气隙从衔铁202正在旋转或开始旋转时的大且固定的磁气隙(如图39所示)变到衔铁202不再旋转时衔铁202与铁心壳204之间的小磁气隙和基本闭合的磁路(如图40所示),磁场230可在两个基本集成的磁回路之间转换。
[00224]为了解开转矩致动器和剩磁锁闩200,剩磁力可通过逆转由控制器212供给到线圈206的磁化电流而抵消。去磁电流使磁场230的方向反向并抵消铁心壳204和衔铁202材料的剩余磁通密度。图41示出了供给到线圈206的去磁电流和生成的磁场240。当剩余磁通水平抵消时,衔铁202再次自由转回到打开位置且与铁心壳204脱离。偏压元件210偏压衔铁202到图38所示的脱离位置。
[00226]图42示出了具有剩磁锁闩300的转矩致动器,如箭头302所示的门把手力施于其上。图42示出了衔铁202与铁心壳204接合的闭锁或门解锁状态下的转矩致动器的剩磁锁闩300。在衔铁202闭锁到铁心壳204的情况下,门把手力302可使铁心壳204和衔铁202绕着公共枢转点303旋转。衔铁202绕着枢转点303的旋转会导致衔铁202与门闩棘爪304接合,以便解锁或打开门。
[00227]相比之下,图43示出了剩磁锁闩300在解开或门锁定状态下的转矩致动器,其中衔铁202与铁心壳204脱离。门把手力302仅传递到在枢转点303上旋转的铁心壳204。不过,门把手力302并不传递给衔铁202。在衔铁202不旋转的情况下,门闩棘爪304不能被接合以解锁或打开门。
[00230]当齿轮传动系统400处于锁定位置时,如图44所示,因为释放部416的位置,销或撞杆418就不能沿着虚线路径419移动。为了释放销或撞杆418,锁闩404可绕着枢转点408旋转,直到释放部416与虚线路径419对准。如图47所示,当释放部416与虚线路径419对准时,销或撞杆418自由移动脱离与锁闩404接合。
[00231]在一些实施例中,剩磁旋转闭锁装置420类似于上面针对车辆点火组件80描述的,它可调节棘爪402和锁闩404的旋转。图45示出了包括旋转闭锁装置420的齿轮传动系统400的横截面图(沿着图44所示的基准线45)。旋转闭锁装置420可包括铁心壳421、线圈422以及衔铁424。在一些实施例中,衔铁424、铁心壳421以及线圈422的构造、性能以及操作与针对转向管柱锁定器12描述的衔铁18、铁心壳20以及线圈22相似。旋转闭锁装置420还可包括针对转向管柱锁定器12描述的控制器。旋转闭锁装置420亦可包括杠杆或致动器425。杠杆425可提供手动释放机构47。在其它实施例中,手动释放机构47可包括起重螺旋(如图5示出和描述的)。在别的实施例中,手动释放机构47可包括凸轮或楔子。凸轮或楔子可与拉索释放构造一起使用。
[00235]为了解锁齿轮传动系统400,通过给线圈422施加去磁电流而使将衔铁424保持在铁心壳421上的剩磁力反向或取消。图46示出了包括解锁状态下旋转闭锁装置420的齿轮传动系统400(沿着图47所示的基准线46)的横截面图。在解锁状态下,衔铁424不再锁定或与铁心壳421接合且可相对于铁心壳421旋转。在衔铁424自由旋转的情况下,棘爪402和锁闩404也可旋转。销或撞杆418的试图运动导致锁闩404旋转且使锁闩404的释放部416与销或撞杆418的虚线路径419对准。销或撞杆418可随后与锁闩404脱离。在一些实施例中,在锁闩404旋转以到达打开或解锁位置之后,剩余磁场可再生或复位以使衔铁424与铁心壳421再接合。图47示出了释放部416定位成释放销或撞杆418的齿轮传动系统400的前视图。在一些实施例中,通过释放销418而开门。
[00241]锁闩系统460可包括衔铁466和转子锁闩467。衔铁466可绕着枢转点468旋转,而转子锁闩467可绕着枢转点470旋转。在一些实施例中,衔铁466可通过棘爪或棘轮离合器472与转子锁闩467联接。棘爪472可通过紧固器473(其可包括螺栓、螺钉、铆钉等)与衔铁466联接。在一些实施例中,棘爪472还可通过紧固器(未示出)与转子锁闩467联接。棘爪472亦可采用棘轮构造474与转子锁闩467相互作用。如图50所示,棘爪472可包括凸起474a并可通过与转子锁闩467的相应凹槽474b接合而旋转转子锁闩466。当凸起474a与凹槽474b接合时,转子锁闩467的旋转可传递给棘爪472。
[00242]转子锁闩467还可包括开口475,其容许销或撞杆465移动或从安装板462的开口464中松脱。在一些实施例中,安装板462可与开启或解锁机构比如行李箱盖联接。当行李箱盖打开或拉离行李箱架时,安装板462可与行李箱盖一起移动,且销或撞杆465可从安装板462的开口464中松脱。
[00244]在一些实施例中,锁闩系统460可包括剩磁旋转闭锁装置476,其与针对齿轮传动系统400和联动系统440示出和描述的相似。图53示出了包括旋转闭锁装置476的锁闩系统460的一部分的横截面图(沿着图50所示的基准线53)。旋转闭锁装置476可包括铁心壳477、线圈478以及衔铁466。在一些实施例中,衔铁466、铁心壳477以及线圈478的构造、性能以及操作与针对转向管柱锁定器12描述的衔铁18、铁心壳20以及线圈22相似。旋转闭锁装置476还可包括针对转向管柱锁定器12描述的控制器。
[00245]图53示出了锁定状态下的旋转闭锁装置476。通过给线圈478施加磁化电流从而产生将衔铁466锁定到铁心壳477的磁场,旋转闭锁装置476被锁定。一旦产生磁力且衔铁466吸向铁心壳477,施加给线圈478的磁化电流就不再需要。
[00246]在一些实施例中,铁心壳477可与安装板462附接。当旋转闭锁装置476处于锁定状态下时,衔铁466与铁心壳477接合,且因此,不能相对于铁心壳477旋转。当衔铁466与铁心壳477接合时,与衔铁466联接的棘爪472被限制旋转。同样,当棘爪472不能移动时,转子锁闩467也不能移动。在旋转闭锁装置476处于锁定位置的情况下,附接了安装板462的行李箱盖或箱舱盖的试图运动失败,因为转子锁闩467和棘爪472的旋转不能传递给衔铁466。
[00248]为了解锁锁闩系统460,通过给线圈478施加去磁电流,使将衔铁466保持在铁心壳477上的剩磁力反向或取消。图54示出了包括解锁状态下的旋转闭锁装置476的锁闩系统460一部分的横截面图(沿着图51所示的基准线54)。在解锁状态下,衔铁466不再与铁心壳477接合,且可相对于铁心壳477旋转。在衔铁466自由旋转的情况下,棘爪472和转子锁闩467也可旋转。安装板462的试图运动可给转子锁闩467施加压力或作用力(由销或撞杆465与转子锁闩467的开口475的接触产生),从而导致转子锁闩467旋转。旋转转子锁闩467可让转子锁闩467的开口475与安装板462的开口464对准。销或撞杆465可随后从开口464中松脱,且行李箱盖或箱舱盖可打开。图51示出了转子锁闩467的开口475处于释放销或撞杆465的位置的锁闩系统460的前视图。
[00249]在一些实施例中,剩磁锁闩系统460可在转子锁闩467到达打开或解锁位置之后立即复位(即,剩磁旋转闭锁装置476可返回至锁定状态)。图52示出了复位状态的锁闩系统460。在一些实施例中,当剩磁力基本为零且转子锁闩467打开时,与转子锁闩467联接的偏压元件482a促使转子锁闩467旋转。如图51和52所示,由偏压元件482a和/或撞杆465的力引起的转子锁闩467的旋转可促使棘爪472的凸起474a与转子锁闩467脱离。偏压元件482a可包括一个或多个压缩弹簧、张力弹簧、弹性体元件、楔子和/或泡沫体。销或棘爪导向件484b使得棘爪472在被转子锁闩467移动的时候旋转。凸起474a与凹槽474b脱离。
[00253]如图55和56所示,系统490可包括转子锁闩491、铁心壳492、衔铁493、线圈494以及棘爪495。系统490还可包括控制器496。在一些实施例中,衔铁493、铁心壳492、线圈494以及控制器496的构造、性能以及操作与针对转向管柱锁定器12描述的衔铁18、铁心壳20、线圈22以及控制器24相似。
[00254]如图56所示,转子锁闩491和铁心壳492可为一体部件。一体的转子锁闩和铁心壳492以及衔铁493可绕着转子轴497旋转。衔铁493可包括一个或多个棘爪止挡498,其可被棘爪495接合。棘爪495还可绕着棘爪轴499旋转。
[00255]图55和56示出了打开位置上的锁闩系统490。在打开位置上,转子锁闩491可将销或撞杆500接纳到转子锁闩491的释放部491a中。在一些实施例中,撞杆500可与活动元件比如车辆后舱口附接,而锁闩系统490可与不动元件如行李箱架或车架附接。在打开位置上,衔铁493可与铁心壳492接合。如上所述,控制器496可给线圈494供给磁化电流,直到铁心壳492与衔铁493接合。
[00257]为了从释放部491a中释放撞杆500,控制器496可给衔铁493和铁心壳492去磁。一旦铁心壳492可独立于衔铁493地旋转,转子锁闩491和铁心壳492可转回到初始打开位置,释放撞杆500。在一些实施例中,系统490可包括能促使转子491返回到打开位置的偏压元件501。偏压元件501可包括一个或多个压缩弹簧、张力弹簧、弹性体元件、楔子和/或泡沫体。系统490可包括转子导向件502,其可防止转子491转过打开位置。
[00269]在一些实施例中,当衔铁534与铁心壳536之间不存在剩磁力时,行星齿轮554的小齿轮560与弹簧托架556保持接触。通过剩磁力的产生和消除可执行衔铁534与铁心壳536的闭锁和解锁,以改变卷簧540的张紧速率。当衔铁534从铁心壳536解锁时(即,衔铁534与铁心壳536之间不存在剩磁力时),轴532的旋转可通过太阳齿轮550传递到行星齿轮554,并从行星齿轮554传递到衔铁534。旋转可导致轴532、太阳齿轮550、行星齿轮554以及衔铁534一起以相同速率旋转。当衔铁534闭锁到铁心壳536上时(即,衔铁534与铁心壳536之间存在剩磁力时),衔铁534可不动,而行星齿轮554可在太阳齿轮550与衔铁534的内边缘558之间独立旋转。行星齿轮554的大小会导致行星齿轮554以不同于轴532的速率独立旋转。这种独立旋转会让卷簧540以不同于轴532旋转的速率张紧。
[00271]如图60所示,凸轮离合/制动装置602和剩磁先导控制装置600可包括轴610、传动套筒612、衔铁614、铁心壳616、线圈618、滚珠坡道致动器620、离合/制动装置624以及外部装置626。在一些实施例中,衔铁614、铁心壳616、线圈和/或控制器(未示出)的构造、性能以及操作与针对转向管柱锁定器12描述的衔铁18、铁心壳20、线圈22以及控制器24相似。
[00272]在一些实施例中,轴610的状态(即,轴是不动还是在旋转)和外部装置626的状态可在离合/制动装置624接合时同步。外部装置626可包括转子锁闩和撞杆或销、齿轮传动系统、动力输出附件、具有刹车垫的制动系统等。离合/制动装置624可包括爪式离合器、多板摩擦离合器组件或其它适当的制动或离合装置。
[00276]当衔铁614与铁心壳616之间存在剩磁力时,衔铁614可锁定到铁心壳616并且传动套筒612不能轴向移动。当轴610和坡道底圈635旋转时,滚珠640沿着坡道顶圈630和坡道底圈635的可变深度凹槽行进。传动套筒612可保持轴向不动,于是它就不能补偿可变深度凹槽。因此,坡道顶圈630与坡道底圈635之间的可变深度凹槽由偏压支承元件670容许的坡道底圈635的轴向运动补偿。偏压支承元件670可容许坡道底圈635相对于轴610改变其轴向位置,且因此接合或加载离合/制动装置624。在一些实施例中,离合/制动装置624的一部分可与坡道底圈635联接。当坡道底圈635的一部分改变轴向位置时,离合/制动装置624的这部分就可与离合/制动装置624的另一部分接触。
[00277]在一些实施例中,离合/制动装置624可包括将轴610的状态传递给外部装置626的离合器。离合器/制动装置624还可包括将外部装置626的状态(即不动状态)传递给轴610的制动器。还应该理解,轴610可初始不动。通过接合离合/制动装置624,除了停止或传递旋转以外或反之,可启动轴610的旋转。
[00278]图61包括车辆700,其可包括图1-83剩磁装置的一个或多个实施例。例如,车辆700可包括剩磁转向管柱锁定器712、剩磁点火旋转禁阻器714、一个或多个剩磁后舱锁闩716(例如动力锁定/解锁锁闩、动力释放锁闩)、剩磁加油门锁闩和/或帽锁定器718、一类或多类剩磁座椅机构720(例如,座椅位置调节器、座椅倾角调节器、头枕调节器)、一个或多个剩磁侧门锁闩锁定元件722(例如,动力锁定/解锁锁闩、动力释放E-锁闩、双路输入的被动入口锁闩)、剩磁车门开度限位器724(例如无级车门开度限位器和/或可编程端部止挡)、一个或多个剩磁机罩锁闩解锁器726(例如动力释放锁闩、主动机罩系统解锁器)、一个或多个剩磁储藏室锁闩728(例如手套箱锁闩、控制台锁闩、弹出式玻璃锁闩)、一个或多个车辆踏板剩磁装置730(例如,停车制动踏板锁定器或加速踏板锁定器)、剩磁玻璃升降器732、剩磁座椅安全带收放锁定装置734、剩磁可编程窗口装置736(例如上部位置锁定器、可编程端部止挡)、剩磁风扇和/或空调离合装置738、剩磁传动装置740(例如变速器换档互锁装置、BTSI锁定器、自动传动离合器致动器)、剩磁悬架装置742(例如单独的剩磁装置或用于减震器阀或防晃杆锁定器的液压流体装置和剩磁装置的混合)、剩磁备胎升降器746(例如拉索锁定器)、剩磁可伸缩车顶系统748(例如打开/关闭位置锁闩)、起停车制动功能的剩磁刹车垫锁定器750等。剩磁装置可用于商用车的储藏室(例如动力释放锁闩)。剩磁装置可用于休闲车(摩托车、所有的地面运动车辆、雪地机动车等)中的转向管柱/把手锁定器或停车制动锁定器。剩磁装置可用于草地和花园用车的动力输出离合器装置或停车制动锁定器。剩磁装置可用于牵引车挂车的紧急制动装置。
[00279]图62包括商业建筑或居住建筑800,其具有门802、门框804以及剩磁门锁806。剩磁门锁806可包括与门802联接的衔铁808和与门框804联接的铁心壳810,或反之亦然。剩磁窗口锁定装置812还可用于锁定建筑800中的窗814。门802和/或窗814可以是内部或外部的门和/或窗。剩磁装置可用在旅馆、公寓、共管大楼等的内部或外部门802上。剩磁装置可用在居住或商业建筑的安全门周围或库上。
[00283]本发明的各项附加特征和优点在下列权利要求中阐明。