CONTROL OF SELECTABLE ONE-WAY CLUTCH IN GM SIX-SPEED AUTOMATIC TRANSMISSIONS

ABSTRACT Automatic transmissions use one-way clutches and regular clutches to control gear shifts. Regular one-way clutch locks in one direction and free spins (freewheeling) in the other direction and thus provides good shift quality. However, a clutch is needed if the freewheeling direction needs to be locked. The advantage of a selectable one-way clutch (SOWC) is that it can be designed to act like a regular one-way clutch, fully freewheels or locks in both directions. In the GM six-speed transmissions, there is one one-way clutch which is accompanied by a clutch CB1R to control between 1st gear and reverse direction. The study is to replace the one-way clutch and CB1R clutch with simply one selectable one-way clutch in GM 6-speed transmissions (1). This will eliminate one transmission clutch, reduce weight and cost, and improve transmission efficiency. The proposed design of transmission is applied to a GM SUV and a GM passenger vehicle. Different from a regular clutch, which can be applied with force/pressure from high slippage to lock-up between two elements, a selectable one-way clutch can only be applied to a lock-up position when the slippage between two elements is near zero speed. Also, an SOWC can only be released when there is no torque or force carried by the clutch while a regular clutch can be easily released by dropping the applied force/pressure. These requirements impose challenges of the control strategies of the SOWC, especially during the scenarios such as 2-1 engine idle downshift (engine braking) and 1-2 upshift (coasting). This paper reviews hardware design, vehicle implementation, and focuses on control of the selectable one-way clutch. Vehicle results demonstrate static and rolling garage shifts, 1-2 upshifts, 2-1 and coast downshifts. Also demonstrated is the successful application of engaging 1 st gear engine braking with the SOWC. This control involves coordination between the engine speed and SOWC slip speed, and the apply/release of the device

Method of Controlling Steering of a Ground Vehicle

A method of controlling steering of a vehicle through setting wheel angles of a plurality of modular electronic corner assemblies (eModules) is provided. The method includes receiving a driving mode selected from a mode selection menu. A position of a steering input device is determined in a master controller. A velocity of the vehicle is determined, in the master controller, when the determined position of the steering input device is near center. A drive mode request corresponding to the selected driving mode to the plurality of steering controllers is transmitted to the master controller. A required steering angle of each of the plurality of eModules is determined, in the master controller, as a function of the determined position of the steering input device, the determined velocity of the vehicle, and the selected first driving mode. The eModules are set to the respective determined steering angles

Component Control System for a Vehicle

A vehicle includes a chassis, a modular component, and a central operating system. The modular component is supported by the chassis. The central operating system includes a component control system, a primary master controller, and a secondary master controller. The component control system is configured for controlling the modular component. The primary and secondary master controllers are in operative communication with the component control system. The primary and secondary master controllers are configured to simultaneously transmit commands to the component control system. The component control system is configured to accept commands from the secondary master controller only when a fault occurs in the primary master controller

Modular Robotic Vehicle

A modular robotic vehicle includes a chassis, driver input devices, an energy storage system (ESS), a power electronics module (PEM), modular electronic assemblies (eModules) connected to the ESS via the PEM, one or more master controllers, and various embedded controllers. Each eModule includes a drive wheel containing a propulsion-braking module, and a housing containing propulsion and braking control assemblies with respective embedded propulsion and brake controllers, and a mounting bracket covering a steering control assembly with embedded steering controllers. The master controller, which is in communication with each eModule and with the driver input devices, communicates with and independently controls each eModule, by-wire, via the embedded controllers to establish a desired operating mode. Modes may include a two-wheel, four-wheel, diamond, and omni-directional steering modes as well as a park mode. A bumper may enable docking with another vehicle, with shared control over the eModules of the vehicles

Propulsion Wheel Motor for an Electric Vehicle

A wheel assembly for an electric vehicle includes a wheel rim that is concentrically disposed about a central axis. A propulsion-braking module is disposed within an interior region of the wheel rim. The propulsion-braking module rotatably supports the wheel rim for rotation about the central axis. The propulsion-braking module includes a liquid cooled electric motor having a rotor rotatable about the central axis, and a stator disposed radially inside the rotor relative to the central axis. A motor-wheel interface hub is fixedly attached to the wheel rim, and is directly attached to the rotor for rotation with the rotor. The motor-wheel interface hub directly transmits torque from the electric motor to the wheel rim at a 1:1 ratio. The propulsion-braking module includes a drum brake system having an electric motor that rotates a cam device, which actuates the brake shoes

Analysis of naloxone access and primary medication nonadherence in a community pharmacy setting

Background: Access to naloxone is a primary public health strategy to prevent opioid overdose death. Factors associated with primary medication nonadherence (PMN) to naloxone are underreported in the literature. Objective: The objective of this study was to evaluate naloxone dispensing trends and PMN in a community pharmacy setting. Methods: This retrospective analysis included patients of a community pharmacy chain in Maine and New Hampshire (57 and 29 pharmacy locations, respectively) for whom a claim for a naloxone prescription was billed between January 1, 2019, and July 31, 2020. Results: A total of 2152 patients associated with 2606 naloxone claims were identified for analysis. A majority of the subjects were women (52.7%) and the mean age of all the subjects was 46.4 ± 16.0 years. Of the 2606 naloxone claims, 565 prescriptions were returned to stock and never dispensed to the patient for a PMN rate of 21.7%. Gender and age were not associated with naloxone PMN. Factors associated with naloxone PMN were urban location [x2(1) = 12.49, P = 0.0004], concomitant opioid analgesic [x2(1) = 4.56, P = 0.0328], and payment method [x2(4) = 251.07, P \u3c 0.0001]. Regarding payment method, nonadherence was higher among cash (138 of 386, 35.8%) and private insurance (191 of 455, 42.0%) transactions whereas lower among Medicare (132 of 681, 19.4%) and Medicaid (89 of 899, 9.9%) transactions. Concomitant buprenorphine [x2(1) = 44.57, P \u3c 0.0001] and the use of a naloxone standing order [x2(1) = 4.79, P = 0.0162] were associated with primary adherence to take-home naloxone. Conclusion: A notable portion of naloxone prescribed and filled in the community pharmacy setting was never obtained by the patient. Factors associated with PMN in this study included geographic location, use of a standing order, concomitant prescriptions for buprenorphine or opioid analgesic medications, and payment method. Underlying causes of PMN must be addressed (e.g., removing financial barriers and optimizing the use of standing orders) to increase naloxone access for persons at risk of opioid overdose