SYSTEMS AND METHOD FOR PROTECTING A SELECTABLE ONE-WAY COUPLING OF A GEARBOX FROM INTERFERENCE AT HIGH SLIP SPEEDS

Abstract

System (100) for controlling a transmission (22) of a vehicle (10) having a selectable one-way clutch (23a), wherein the system (100) comprises: a sensor system (28) comprising one or more sensors (40a-40n) configured to detect an observable state of the vehicle (10); an anti-lock braking system (ABS) (36); and a controller (34) which is configured to, by means of a processor: Monitoring the occurrence of a deceleration event in which an estimated initial speed acceleration of the vehicle (10), determined on the basis of the observable state detected by the sensor system (28), is reduced below a first threshold; Receiving a status of the anti-lock braking system (ABS) (36) of the vehicle (10), wherein the status indicates whether the anti-lock braking system (ABS) (36) is active or inactive; and Outputting one or more control signals to instruct the transmission (22) to prevent actuation of the selectable one-way clutch (23a) in response to the detection of the deceleration event when the selectable one-way clutch (23a) is not actuated and the estimated output speed acceleration of the vehicle (10) is either: (i) below the first threshold while the vehicle's (10) anti-lock braking system (ABS) (36) is active, or (ii) below a second threshold while the anti-lock braking system (ABS) (36) is inactive, the first threshold being greater than the second threshold.

Description

[0001] The technical field generally refers to the control of a transmission with a selectable one-way clutch and, in particular, to systems and methods that control the application of the selectable one-way clutch to reduce the likelihood of engagement at high slip speeds.

[0002] Automatic transmissions typically offer a variety of forward and reverse gears or transmission ratios by selectively actuating one or more mechanical diodes along with other friction elements. One type of mechanical diode is a selectable one-way clutch, which has a "locking" mode in one direction of rotation and a "freewheeling" mode in the opposite direction. Unlike a simple one-way clutch, where the operating mode is determined by the direction of torque applied to an input element, a selectable one-way clutch is capable of establishing a drive connection between an input element and an output element in one or both directions of rotation and can also operate in freewheeling mode in one direction of rotation when required.A selectable one-way clutch can be used, for example, to transfer torque from a motor to the gearbox and to interrupt the transmission of reverse torque from the gearbox to the motor.

[0003] Typical selectable one-way clutches in automatic transmissions often use a high-pressure hydraulic control system or an electrical control system to actuate the selectable one-way clutch. With hydraulic control systems, problems can arise due to the inherent hydraulic delay in responding to changing conditions. For example, moderate to heavy deceleration with wheel lock-up can damage a selectable one-way clutch because it engages at a high slip speed. During these wheel lock-up and deceleration events, the output speed drops so low that the slip speed for the selectable one-way clutch falls within a strut engagement window.Subsequent reduced braking and recovery of traction when the selectable one-way clutch is instructed to engage can result in high slip speed engagement and break the selectable one-way clutch struts.

[0004] DE 10 2015 112 373 A1 describes a method for controlling a selectable one-way clutch that can be operated to selectively couple a shaft to a gearbox housing, comprising determining whether an electric motor is currently operating and whether the selectable one-way clutch is currently engaged to couple the shaft to the housing. It further determines whether wheel torque of at least one wheel is currently being actively managed by at least one vehicle control system. If the electric motor is operating, the selectable one-way clutch is engaged, and wheel torque of at least one wheel of the hybrid vehicle is currently being actively managed by at least one vehicle control system, then the selectable one-way clutch is disengaged to release the shaft from the housing and allow rotation of the shaft relative to the housing.

[0005] DE 10 2017 105 868 A1 describes a vehicle comprising a drive motor, a transmission, a drive axle, and a control system. The control system identifies clutches involved in establishing or maintaining a requested gear state of the transmission and detects an impending transmission fault condition. The control system also performs a pre-corrective control action in response to the impending fault condition and puts the transmission into a preset hydraulic mode if the corrective control action does not resolve the fault condition after a calibrated duration. A system comprises the transmission and the control system. A method for providing pre-corrective control of a transmission includes identifying clutches of the transmission involved in establishing or maintaining a requested gear state and detecting an impending fault condition.The procedure further includes executing a pre-corrective control measure in response to the impending fault condition and putting the transmission into a preset hydraulic mode if the corrective control measure does not rectify the fault condition.

[0006] German patent DE 10 2022 105 210 A1 describes a system comprising a clutch control module, a shift control module, and a torque control module. The clutch control module is configured to generate a disengagement instruction signal to engage a selectable one-way clutch (SOWC) from a locked state to a freewheeling state. When the SOWC is in the locked state, a transmission transmits torque from a power unit to a final drive and from the final drive to the power unit. When the SOWC is in the freewheeling state, the transmission transmits torque from the power unit to the final drive, but not from the final drive to the power unit. The shift control module is configured to generate a shift instruction signal to shift the transmission from first gear to second gear after the disengagement instruction signal has been generated.The torque control module is configured to increase the output torque of the power machine for an initial period of time when the switching instruction signal is generated.

[0007] It can be considered a task to provide a system and a procedure that are capable of reducing the probability of selectable one-way clutches engaging at high slip speeds during deceleration operations.

[0008] The problem is solved by a system according to claim 1 and a method according to claim 6. Furthermore, an exemplary vehicle is described.

[0009] A system for controlling a vehicle's transmission, which has a selectable one-way clutch, is provided. In one embodiment, the system comprises a sensor system with one or more sensors configured to detect an observable state of the vehicle, an anti-lock braking system (ABS), and a controller configured, by means of a processor: to monitor for the occurrence of a deceleration event in which an estimated output speed acceleration of the vehicle, determined based on the observable state detected by the sensor system, is reduced below a first threshold; to receive a status of the vehicle's anti-lock braking system (ABS) indicating whether the system is active or inactive; and to output one or more control signals to instruct the transmission.to prevent the activation of the selectable one-way clutch in response to the detection of the deceleration event when the selectable one-way clutch is not activated and the estimated output speed acceleration of the vehicle is either (i) below the first threshold while the vehicle's anti-lock braking system (ABS) is active, or (ii) below a second threshold while the ABS is inactive, where the first threshold is greater than the second threshold.

[0010] In various embodiments, the control system is configured to: calculate the estimated output speed acceleration of the vehicle based on the observable state detected by the sensor system, receive detected wheel speeds for the wheels of the vehicle, and receive information about the dynamic vehicle test (DVT).

[0011] In various embodiments, one or more control signals are configured to: reduce the hydraulic pressure of a hydraulic circuit of the vehicle, so that the selectable one-way coupling moves into a release position in which one strut of the selectable one-way coupling is not engaged, and disable the ability to change the hydraulic pressure after the hydraulic pressure has been reduced.

[0012] In various embodiments, the control is configured to: change a gear state of the transmission by means of the processor by setting or overriding an assigned gear state of the transmission to neutral with no clutches engaged when a range selector configured to select an operating range of the transmission is set to neutral and a planned gear state of the transmission is neutral with the selectable one-way clutch engaged or installed; or change the gear state by setting or overriding the assigned gear state of the transmission to first gear with freewheeling when the range selector is set to driving and the planned gear state of the transmission is first gear locked.

[0013] In various embodiments, the control is configured to output, by means of the processor, one or more additional control signals to instruct the transmission to effect engine braking by changing a gear state of the transmission in response to the output of the one or more control signals.

[0014] In various embodiments, the transmission includes a manual mode configured to allow manual modification of the transmission's gear state by an operator, wherein the controller is configured to change the gear state by means of the processor by setting or overriding a designated gear state of the transmission to second gear when the manual mode is active, a gear range of the transmission is the first manual gear (M1), a planned gear state of the transmission is first gear in freewheeling, and an achieved gear state of the transmission is less than or equal to second gear.

[0015] In various embodiments, after setting or overriding the assigned gear state of the transmission to second gear by means of the processor, the control is configured to execute, by means of the processor, a change-of-mind command or return-to-previous-range command to instruct the transmission to second gear when the assigned gear state is first gear in freewheeling.

[0016] In various embodiments, after setting or overriding the assigned gear state of the transmission to second gear, the control is configured to terminate, by means of the processor, the setting or overriding of the assigned gear state of the transmission to second gear when the achieved gear state of the transmission is greater than second gear, the manual mode is active, and the gear range of the manual mode is greater than the second manual gear (M2).

[0017] In various embodiments, the control is configured to: initiate a total event timer in response to the automatic locking of the selectable one-way clutch actuation; initiate a hysteresis timer when the estimated output speed acceleration is greater than a third threshold; monitor a selection of a reverse gear range and an instructed reverse gear state; and output one or more additional control signals to instruct the transmission to release the locking of the selectable one-way clutch engagement in response to the total event timer being greater than or equal to a total event timeout threshold, the hysteresis timeout being greater than or equal to a hysteresis timeout threshold, or the detection of the reverse gear range selection and the instructed reverse gear state.

[0018] A method is provided for a vehicle with a transmission having a selectable one-way clutch. In one embodiment, the method comprises receiving an observable state of the vehicle, detected by the sensor system; receiving a status of the vehicle's anti-lock braking system (ABS) to indicate whether the ABS is active or inactive; monitoring, by means of a processor, the occurrence of a deceleration event, wherein an estimated output speed acceleration of the vehicle, determined based on the observable state detected by the sensor system, is reduced below a first threshold; and outputting, by means of the processor, a control signal or several control signals to instruct the transmission to prevent actuation of the selectable one-way clutch in response to the detection of the deceleration event.when the selectable one-way clutch is not engaged and the estimated output speed acceleration of the vehicle is either (i) below the first threshold while the vehicle's anti-lock braking system (ABS) is active, or (ii) below a second threshold while the ABS is inactive, where the first threshold is greater than the second threshold.

[0019] In various embodiments, the step of monitoring the deceleration event includes: calculating, by means of the processor, the estimated output speed acceleration of the vehicle based on the observable state detected by the sensor system; receiving, by means of the processor, the detected wheel speed for the wheels of the vehicle; and receiving, by means of the processor, information about the dynamic vehicle testing (DVT).

[0020] In various embodiments, one or more control signals are configured to: reduce the hydraulic pressure of a hydraulic circuit of the vehicle so that the selectable one-way coupling moves into a release position in which one strut of the selectable one-way coupling is not engaged, and disable the ability to change the hydraulic pressure after the hydraulic pressure has been reduced.

[0021] In various embodiments, changing the gear state includes: setting or overriding, by means of the processor, an assigned gear state of the transmission to neutral with no clutches engaged, when a range selector configured to select an operating range of the transmission is set to neutral and a planned gear state of the transmission is neutral with the selectable one-way clutch engaged or installed; or setting or overriding, by means of the processor, the assigned gear state of the transmission to first gear with freewheeling, when the range selector is set to driving and the planned gear state of the transmission is first gear locked.

[0022] In various embodiments, the method includes outputting, by means of the processor, an additional control signal or several additional control signals to instruct the transmission to effect engine braking by changing a gear state of the transmission in response to the output of the one or more control signals.

[0023] In various embodiments, the transmission includes a manual mode configured to allow an operator to manually change the gear state of the transmission, wherein changing the gear state includes setting or overriding, by means of the processor, an assigned gear state of the transmission to second gear when the manual mode is active, a gear range of the transmission is the first manual gear (M1), a planned gear state of the transmission is first gear in freewheeling, and an achieved gear state of the transmission is less than or equal to second gear.

[0024] In various embodiments, the method comprises, after setting or overriding the instructed gear state of the transmission to second gear, executing, by means of the processor, a change-of-mind command or return-to-previous-range command, to instruct the transmission to engage second gear when the instructed gear state is first gear in freewheel.

[0025] In various embodiments, the method comprises, after setting or overriding the assigned gear state of the transmission to second gear, by means of the processor, terminating the setting or overriding of the assigned gear state of the transmission to second gear when the achieved gear state of the transmission is greater than second gear, the manual mode is active and the gear range of the manual mode is greater than the second manual gear (M2).

[0026] In various embodiments, the method comprises, by means of the processor, triggering a total event timer in response to the automatic locking of the selectable one-way clutch actuation, triggering, by means of the processor, a hysteresis timer when the estimated output speed acceleration is greater than a third threshold, monitoring, by means of the processor, a selection of a reverse gear range and an instructed reverse gear state, and outputting, by means of the processor, an additional control signal or several additional control signals to instruct the transmission to terminate the actuation of the selectable one-way clutch in response to the total event timer being greater than or equal to a total event timeout threshold, or detecting the selection of the reverse gear range and the instructed reverse gear state.

[0027] An exemplary vehicle is described which includes a transmission with a selectable one-way clutch, a sensor system with one or more sensors configured to detect an observable state of the vehicle, an anti-lock braking system (ABS), and a controller configured to, by means of a processor: monitor for the occurrence of a deceleration event, whereby an estimated output speed acceleration of the vehicle, determined based on the observable state detected by the sensor system, is reduced below a first threshold; receive a status of the vehicle's anti-lock braking system (ABS) to indicate whether the anti-lock braking system (ABS) is active or inactive; and output one or more control signals to instruct the transmission to prevent actuation of the selectable one-way clutch in response to the detection of the deceleration event.when the selectable one-way clutch is not engaged and the estimated output speed acceleration of the vehicle is either: (i) below the first threshold while the vehicle's anti-lock braking system (ABS) is active, or (ii) below a second threshold while the ABS is inactive, where the first threshold is greater than the second threshold.

[0028] For example, the transmission includes a hydraulic circuit configured to move the selectable one-way clutch between a release position, in which a strut of the selectable one-way clutch is not engaged, and an actuation position, in which the strut of the selectable one-way clutch is engaged, wherein the one control signal or multiple control signals are configured to: reduce the hydraulic pressure so that the selectable one-way clutch moves into the release position, disable the ability to change the hydraulic pressure after the hydraulic pressure has been reduced, and provide engine braking by changing a gear state of the transmission.

[0029] The exemplary embodiments are described below in conjunction with the following drawings, where identical numbers denote identical elements and where: Fig. Figure 1 is a functional block diagram of a vehicle that includes a system for preventing high slippage; Fig. 2 is a data flow diagram that shows elements of the vehicle's system. Fig. 1 shows; Fig. Figure 3 is a flowchart of a procedure for reducing the probability of engagement of a selectable one-way clutch with high slip speed, as provided by the vehicle's system. Fig. 1 and the Fig. 2 is carried out; Fig. Figure 4 is a flowchart of a procedure for determining whether the actuation of the selectable one-way clutch should be prevented in response to the detection of the deceleration event, as provided by the vehicle's system. Fig. 1 and the Fig. 2 is carried out; Fig. 5 is a flowchart of a procedure for determining whether to switch to normal operation of the selectable one-way coupling after the system has restricted its use, as determined by the vehicle's system. Fig. 1 and the Fig. 2 is carried out; Fig. 6 and Fig. Figure 7 shows flowcharts of a procedure for determining actions to be taken during deceleration events as reported by the vehicle's system. Fig. 1 and the Fig. 2 will be carried out; Fig. Figure 8 is a graph showing the estimated initial rotational speed acceleration (y-axis) in relation to time (x-axis) during an example deceleration process of the vehicle. Fig. 1 and the Fig. 2; and Fig. Figure 9 is a schematic diagram of a hydraulic system for controlling the selectable one-way clutch of the vehicle. Fig. 1 and the Fig. 2.

[0030] As used herein, the term module refers to any hardware, software, firmware, electronic control component, processing logic and / or processor device, individually or in any combination, including but not limited to: application-specific integrated circuits (ASICs), an electronic circuit, a processor (common, dedicated or as a group) and memory executing one or more software or firmware programs, a combinational logic circuit and / or other suitable components providing the described functionality.

[0031] Embodiments of the present description can be described here in the form of functional and / or logical block components and various processing steps. Such block components can be implemented by any number of hardware, software, and / or firmware components configured to perform the specified functions. For example, an embodiment of the present description may use various integrated circuit components, such as memory elements, digital signal processing elements, logic elements, lookup tables, or the like, which can perform a variety of functions under the control of one or more microprocessors or other control devices.

[0032] For the sake of brevity, conventional techniques related to signal processing, data transmission, signaling, control, and other functional aspects of the systems (and the individual operating components of the systems) are not described in detail here. Furthermore, the connecting lines shown in the various figures are intended to represent exemplary functional relationships and / or physical couplings between the different elements. It should be noted that many alternative or additional functional relationships or physical connections may exist in an embodiment of the present description.

[0033] Fig. Figure 1 shows a vehicle 10 according to an exemplary embodiment, which includes a transmission control system 100. In general, the system 100 generates a control signal or several control signals for a transmission or transmission system 22 of the vehicle 10 to instruct a clutch or clutches 23 to operate in such a way as to reduce the probability of high-slip engagement during deceleration events involving wheel lock-up. In certain embodiments, the vehicle 10 comprises an automobile. In various embodiments, the vehicle 10 can be any one of a range of different types of automobiles, such as a sedan, station wagon, truck, or sport utility vehicle (SUV), and can be two-wheel drive (2WD) (i.e., rear-wheel drive or front-wheel drive), four-wheel drive (4WD), or all-wheel drive (AWD), and / or various other types of vehicles in certain embodiments.Furthermore, the vehicle 10 can also include any number of other types of mobile platforms in various embodiments.

[0034] As in Fig. As shown in Figure 1, the example vehicle 10 generally comprises a chassis 12, a body 14, front wheels 16, and rear wheels 18. The body 14 is mounted on the chassis 12 and essentially encloses components of the vehicle 10. The body 14 and the chassis 12 can together form a frame. The wheels 16-18 are each rotatably connected to the chassis 12 near a corresponding corner of the body 14.

[0035] The vehicle 10 further comprises a drive system 20, a transmission system 22, a steering system 24, a braking system 26, an exhaust system 33, a sensor system 28, an actuator system 30, at least one data storage device 32, at least one control unit 34, and an anti-lock braking system (ABS) 36. The drive system 20 comprises an engine 21, for example, a gasoline or diesel-powered internal combustion engine, an electric motor, or a hybrid engine. The drive system 20 generally has an output shaft or crankshaft 20a, which is coupled to the transmission system 22.

[0036] The transmission system 22 is configured to transmit power from the drive system 20 to the wheels 16-18 according to selectable speed ratios based on a range selection received by a human-machine interface, for example, a range selection device 35 (e.g., gear selector, shift lever, PRNDL, etc.), which is configured to select an operating range (e.g., gear ratio). The transmission system 22 includes a torque converter 25 coupled to the crankshaft 20a of the drive system 20. The torque converter 25 allows the drive system 20 to move independently of the transmission system 22 and uses the torque received from the crankshaft 20a to drive an input shaft 27 of the transmission system 22. The transmission system 22 includes various gears, planetary gear sets, and clutches 23.The clutches 23 are hydraulically actuated and are in fluid communication with a pressurized hydraulic fluid source. The clutches 23 are connected to the hydraulic fluid source via control valves 37, which regulate the engagement or disengagement of the respective clutch 23 by supplying pressure to the respective clutch 23 to engage it, or releasing pressure from the respective clutch 23 to disengage it. The control valves 37 respond to control signals received from a transmission control unit 29 to supply pressure to or release pressure from the respective clutch 23. At least one of the clutches 23 is a selectable one-way clutch (SOWC) 23a.

[0037] The range selection device 35 comprises any user input device that allows the operator to input an operating range for the transmission system 22, e.g., park, reverse, neutral, drive, and low range, including but not limited to switches, buttons, levers, etc. A person skilled in the art may also employ other techniques to incorporate the range selection device 35 into the vehicle 10. In some embodiments, the range selection device 35 may include a manual input device. In such embodiments, the transmission control 29 may include a manual mode in which an operator can use the manual input device to manually change or modify a limit value for the gear state of the transmission 22. The range selection device 35 communicates with the control 34 via a communication medium and provides the input range selection to the control 34.

[0038] The transmission control unit 29 comprises at least one processor and one computer-readable storage device or storage medium. The processor can be any custom-designed or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an application-specific integrated circuit (ASIC) (e.g., a custom ASIC implementing a neural network), a field-programmable gate array (FPGA), an auxiliary processor among several processors connected to the transmission control unit 29, a semiconductor-based microprocessor (in the form of a microchip or a chipset), any combination thereof, or, more generally, any instruction-executing device. The computer-readable storage devices or storage media can include volatile and non-volatile memories, e.g.,Read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM). KAM is a persistent or non-volatile memory that can be used to store various operating variables while the processor is powered off. The computer-readable memory device, or the computer-readable memory media, can use any number of known memory devices such as PROMs (programmable read-only memory), EPROMs (electrically PROMs), EEPROMs (electrically erasable PROMs), or other types of memory.: electrically erasable PROM), flash memory or other electrical, magnetic, optical or combined storage devices capable of storing data, some of which represent executable instructions used by the transmission controller 29 in controlling the transmission system 22.

[0039] In various embodiments, the transmission control unit 29 contains a circuit diagram that includes information about desired gear states, based, for example, on the operating conditions of the vehicle 10 and / or operator inputs. The transmission control unit 29 can determine a desired gear state from the circuit diagram, based, for example, on a throttle position and a wheel speed, and generate one or more control signals configured to actuate and / or disengage one or more clutches 23, based on a pre-programmed sequence logic, to achieve the desired gear state. Hereinafter, the desired gear contained in the one or more control signals is referred to as an instructed gear, and an actual gear state of the transmission 22 is referred to as an achieved gear state.In various embodiments, the transmission 22 can issue a change-of-mind command and / or a return-to-previous-range command. As used herein, the "change-of-mind" command refers to a change of the instructed gear state before a previously instructed gear state has been reached (i.e., a previously requested but not yet fully executed shift operation), and the "return-to-previous-range" command refers to a change of the instructed gear state to a previously reached gear state before a previously instructed gear state has been reached.

[0040] In this example, the transmission system 22 comprises several clutches 23 that interact to enable range selection. In this context, some of the clutches 23 are selectively engaged to provide one or more reverse gear stages and one or more forward gear stages. In this example, the transmission system 22 is a front-wheel drive transmission comprising several forward gear ratios, such as first gear, second gear, third gear, fourth gear, fifth gear, sixth gear, seventh gear, eighth gear, etc., as well as both freewheeling and locking versions for at least one of the gears, such as first gear, depending on which of the clutches 23 are selectable one-way clutches.

[0041] The steering system 24 influences the position of the wheels 16-18. Although a steering wheel 24a is shown for illustration, the steering system 24 may not include a steering wheel in some embodiments considered within the scope of this description. In various embodiments, the range selection device 35 may be integrated into the steering wheel 24a; for example, the steering wheel 24a may include buttons, switches, or the like configured to be manually operated to change the gear of the transmission 22.

[0042] The braking system 26 is configured to apply a braking torque to the wheels 16-18. The braking system 26 can, in various embodiments, include friction brakes, wire brakes, a regenerative braking system such as an electric motor, and / or other suitable braking systems. In one example, the vehicle 10 includes a brake pedal 31 that can be moved by the operator from a released position to a depressed position to activate the braking system 26 and apply the braking torque.

[0043] The sensor system 28 comprises one or more sensing devices 40a-40n that detect observable conditions of the external environment, the internal environment, and / or a status or condition of a corresponding component of the vehicle 10 and transmit such a condition and / or status to other systems of the vehicle 10, such as the control unit 34. It is understood that the vehicle 10 can contain any number of sensing devices 40a-40n. The sensor devices 40a-40n can include, among others, transmission speed sensors, temperature sensors, gearshift lever sensors, throttle position sensors, vehicle speed sensors, etc.

[0044] The actuator system 30 comprises one or more actuator devices 42a-42n that control one or more vehicle functions, such as, but not limited to, the drive system 20, the transmission system 22, the steering system 24, and the braking system 26. In various embodiments, the vehicle 10 may also have internal and / or external vehicle features that are described in Fig. 1 not shown, such as various doors, a trunk and cabin features such as ventilation components, music components, lighting components, touchscreen display components and the like.

[0045] The data storage device 32 stores data for controlling the vehicle 10 and / or its systems and components. As can be seen, the data storage device 32 can be part of the controller 34, separate from the controller 34, or part of the controller 34 and part of a separate system. The data storage device 32 can be any suitable type of storage device, including various types of random-access storage and / or other storage devices. In one exemplary embodiment, the data storage device 32 comprises a program product from which a computer-readable storage device can receive a program executing one or more embodiments of a process or processes described herein, such as the steps of the process described below in conjunction with the Fig. 3-7 will be discussed. In another exemplary embodiment, the program product can be stored directly in the storage device and / or on one or more other disks and / or other storage devices and / or accessed in another way.

[0046] The controller 34 comprises at least one processor 44, a communication bus 45, and a computer-readable storage device or storage medium 46. The processor 44 performs the computational and control functions of the controller 34. The processor 44 can be any custom or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among several processors assigned to the controller 34, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, any combination thereof, or generally any instruction-executing device. The computer-readable storage devices or media 46 can include volatile and non-volatile memory in read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM).KAM, for example, is a persistent or non-volatile memory that can be used to store various operating variables while the processor 44 is switched off. The computer-readable memory device(s) 46 can be implemented using any number of known memory devices such as PROMs (programmable read-only memory), EPROMs (electrically erasable PROMs), EEPROMs (electrically erasable PROMs), flash memory, or other electrical, magnetic, optical, or combined memory devices capable of storing data, some of which are executable instructions used by the controller 34 in controlling the vehicle 10. The bus 45 is used to transmit programs, data, status, and other information or signals between the various components of the vehicle 10.Bus 45 can be any suitable physical or logical means of connecting computer systems and components. This includes, but is not limited to, direct, hard-wired connections, fiber optic technology, infrared, and wireless bus technologies.

[0047] The instructions can comprise one program or several separate programs, each containing an ordered list of executable instructions for implementing logical functions. When executed by the processor 44, the instructions receive and process signals from the sensor system 28, perform logic, calculations, methods, and / or algorithms, and generate data based on the logic, calculations, methods, and / or algorithms. Although in Fig. 1 where only one controller 34 is shown, embodiments of the vehicle 10 may include any number of controllers 34 which communicate via any suitable communication medium or combination of communication media which cooperate to process the sensor signals, perform logic, calculations, methods and / or algorithms and generate data.

[0048] It is evident that control 34 is from the in Fig. The embodiment shown in Figure 1 may differ. For example, the control unit 34 may be coupled to or otherwise utilize one or more remote computer systems and / or other control systems, for example, as part of one or more of the aforementioned vehicle devices and systems. While this exemplary embodiment is described in connection with a fully functional computer system, the person skilled in the art will recognize that the mechanisms of the present description can be distributed as a program product with one or more types of non-transitory, computer-readable, signal-carrying media used to store the program and its instructions and to execute its distribution, such as…A non-transitory, computer-readable medium that carries the program and contains computer instructions stored therein to cause a computer processor (such as processor 44) to execute and run the program. Such a program product can take a variety of forms, and the present description applies equally regardless of the specific type of computer-readable signal-carrying medium used to carry out the distribution. Examples of signal-carrying media include writable media such as floppy disks, hard disks, memory cards, and optical media, as well as transmission media such as digital and analog communication links. In certain embodiments, cloud-based storage and / or other techniques may also be used. It is also evident that the computer system of controller 34 differs in other ways from the one described in [reference]. Fig. 1 can differ from the embodiment shown, for example in that the computer system of the controller 34 can be coupled with a remote computer system or several remote computer systems and / or other control systems or can otherwise use them.

[0049] The ABS 36 is configured to reduce the likelihood of wheels 16-18 locking up during braking (i.e., when the brake system 26 is applied), thus maintaining road contact and promoting control of the vehicle 10. The ABS 36 may include a central electronic control unit (ECU), four wheel speed sensors, and at least two hydraulic valves in the vehicle 10's brake hydraulics. The ECU continuously monitors the rotational speed of each of the wheels 16-18. If the ECU detects that the wheels 16-18 are rotating significantly slower than the vehicle 10's speed, indicating an impending wheel lock-up, the ECU actuates the hydraulic valves to reduce the hydraulic pressure in the brake system 26 at the affected wheels 16-18. This reduces the braking force on the wheels 16-18 and allows them to rotate faster.Conversely, if the ECU detects that one of the wheels 16-18 is rotating significantly faster than the others, the hydraulic brake pressure on the corresponding wheel 16-18 is increased, so that the braking force is reapplied and the corresponding wheel 16-18 is slowed down.

[0050] With reference to Fig. 2 and with continued reference to Fig. 1. A data flow diagram illustrates the elements of the system. 100 of Fig. 1 in accordance with various embodiments. As can be seen, different embodiments of the system 100 according to the present description can comprise any number of modules embedded in the controller 34, which can be combined and / or further subdivided to implement the systems and methods described herein in a similar manner. In addition, inputs to the system 100 can be received from other control modules (not shown) connected to the vehicle 10 and / or determined and / or modeled by other submodules (not shown) within the controller 34. Furthermore, the inputs can also be subjected to preprocessing, such as subsampling, noise reduction, normalization, feature extraction, missing data reduction, and the like.In various embodiments, the system 100 comprises an analysis module 110, a decision module 112, a transmission control module 114 and a timeout module 116.

[0051] In various embodiments, the analysis module 110 receives vehicle data 120 as input, generated by the sensor system 28, the ABS 36, a vehicle diagnostic system 10, the transmission control unit 29, the data storage device 32, and / or another source. The vehicle data 120 includes various data indicating the operating conditions of the vehicle 10, such as dynamic vehicle testing (DVT) data, information acquired by the sensor system 28 (e.g., wheel speed sensors, transmission input speed sensors, and / or transmission output speed sensors, etc.), information received by the ABS 36, etc.

[0052] The analysis module 110 monitors the operation of the vehicle 10 to detect deceleration events by continuously receiving and analyzing vehicle data 120. In some embodiments, the analysis module 110 can estimate the vehicle 10's initial speed acceleration, the status of the ABS 36, wheel speeds, and / or DVT data to detect deceleration events. The analysis module 110 generates analysis data 124 containing various data that indicate the detection of a deceleration event and certain operating conditions of the vehicle 10.

[0053] In various embodiments, the decision module 112 receives as input the analysis data 124 generated by the analysis module 110. The decision module 112 performs an analysis of the analysis data 124 and determines which actions should be carried out, if any, in response to the detection of the deceleration event, such as deactivating the selectable one-way clutch 23a and / or changing the gear state of the transmission 22. The decision module 112 generates decision data 126, which contains various data specifying the desired actions, if any, in response to the detection of the deceleration event.

[0054] In various embodiments, the transmission control module 114 receives decision data 126 as input, which was generated by the decision module 112. The transmission control module 114 performs an analysis of the decision data 126 and generates transmission control data 130, which contains various data that specify commands configured to cause the desired actions to be carried out, for example by the transmission 22.

[0055] In various embodiments, the timeout module 116 receives as input the decision data 126 generated by the decision module 112. The timeout module 116 analyzes the decision data 126 and initiates or updates one or more timers based on it, monitors the timer(s), and determines whether the locking of the selectable one-way clutch 23a should be released. The timeout module 116 generates timeout data 128, which contains various data indicating whether the locking of the selectable one-way clutch 23a should be released and its normal operation allowed. As used here, the normal operation of the selectable one-way clutch 23a refers to operation based on the pre-programmed control logic of the transmission control unit 29, which operates the transmission system 22 to transfer power from the drive system 20 to the transmission system 22, such as the sequence logic of the gear shift diagram.

[0056] In various embodiments, the transmission control module 114 receives input timeout data 128, generated by the timeout module 116. The transmission control module 114 analyzes the timeout data 128, and if the timeout data 128 indicates that the selectable one-way clutch 23a should resume normal operation, the transmission control module 114 generates the transmission control data 130, which in this case contains various data indicating commands configured to cause the selectable one-way clutch 23a to resume normal operation.

[0057] With reference to Fig. 3 and with continued reference to the Fig. 1 and the Fig. Figure 2 shows a flowchart of a control method 200 for reducing the probability of engagement of the selectable one-way clutch 23a at high slip speed, as carried out by the system 100 according to exemplary embodiments. As can be seen from the description, the sequence of operation within the method 200 is not limited to the one shown in Figure 2. Fig. The sequential execution shown in Figure 3 is limited to one execution method, but can be carried out in a varying sequence or several varying sequences, depending on applicability and in accordance with the present description. In various embodiments, the method 200 can be designed to run based on a predetermined event or several predetermined events, and / or it can run continuously during the operation of the vehicle 10.

[0058] In one example, the procedure 200 can begin at 210. At 212, the procedure 200 can include monitoring for a deceleration event that could lead to high-slip engagement of the selectable one-way clutch 23a. For example, the procedure 200 can include monitoring for a deceleration event in which an estimated output speed acceleration of the vehicle 10 is reduced to a level sufficient to allow engagement of the selectable one-way clutch 23a (e.g., within a pre-programmed engagement window of the selectable one-way clutch 23a). In some embodiments, such deceleration events can be detected by an estimated output speed acceleration of the vehicle 10, a status of the ABS 36, wheel speeds, and / or dynamic vehicle test data.Upon detection of such a deceleration event, the procedure 200 may include the automatic output of one or more control signals to instruct the transmission 22 to prevent, restrict, prevent, and / or disable the application of the selectable one-way clutch 23a in response to the detection of the deceleration event at 214. After the deceleration event has ended or another exit criterion has been met, the procedure 200 may include the output of one or more additional control signals to instruct the transmission 22 to release the locking of the selectable one-way clutch 23a, i.e., to resume normal operation of the selectable one-way clutch 23a at 216. The procedure 200 may terminate at 218.

[0059] The Fig. Figures 4-7 show exemplary details that are incorporated into the procedure 200 of Fig. 3 can be implemented. For the sake of simplicity, it shows Fig. Figure 8 shows a graph representing the estimated initial rotational speed acceleration (y-axis; 610) as a function of time (x-axis; 612) during an exemplary deceleration of the vehicle 10. The estimated initial rotational speed acceleration over time is represented by a line 620. Fig. Figure 8 shows non-restrictive examples of different thresholds, which are discussed below.

[0060] With reference to Fig. Section 4 introduces a procedure 300 for determining whether the application of the selectable one-way clutch 23a should be prevented in response to the detection of the deceleration event. Procedure 300 can, for example, begin at 310 when the deceleration event is detected. At 312, the status of the selectable one-way clutch 23a is determined. If the selectable one-way clutch 23a is currently engaged, there is no risk of engagement at high slip speed. Therefore, a command to disable the selectable one-way clutch (in the Fig. 4-6 (referred to as Boolean value B1) are set to FALSE at 326, and the selectable one-way coupling 23a can function normally.

[0061] If the selectable one-way clutch 23a is not currently actuated, a determination regarding the status of the ABS 36 is made at 314 and a comparison is made between an estimated initial speed acceleration of the vehicle 10 and a first threshold value (K1; 630 in Fig. 8) performed. In some embodiments, the method 300 includes calculating the estimated output speed acceleration. In some embodiments, the first threshold (K1) can represent an estimated limit value for the output speed acceleration, configured to prevent the selectable one-way clutch 23a from engaging if the vehicle speed, output speed acceleration, or slip at the selectable one-way clutch 23a is sufficient to potentially damage the selectable one-way clutch 23a upon engagement, despite the active ABS 36. If the ABS 36 is active, the ABS signals are reliable (i.e., ABS data available is TRUE), and the estimated output speed acceleration is less than or equal to the first threshold (K1), the command to lock the selectable one-way clutch at 330 can be set to TRUE, thus preventing the selectable one-way clutch 23a from engaging.

[0062] If one of the three criteria of 314 is not met, the estimated output speed acceleration at 316 is adjusted with a second threshold (K2; 632 in Fig. 8) compared. In some embodiments, the second threshold (K2) can represent an estimated limit value for the output acceleration, configured to prevent actuation of the selectable one-way clutch 23a when the vehicle's operation is such that, under certain conditions discussed below (e.g., without actuation of the ABS 36), actuation of the selectable one-way clutch 23a could potentially cause damage to it. If the estimated output speed acceleration is greater than the second threshold (K2), the command to lock the selectable one-way clutch at 326 can be set to FALSE, and the selectable one-way clutch 23a can operate normally.

[0063] If the estimated initial acceleration is less than or equal to the second threshold (K2), various determinations can be made at one or more of points 318, 320, 322, and 324 to ascertain whether the aforementioned specific conditions are present. Specifically, if at 318 it is determined whether the ABS 36 has failed, at 320 whether an active dynamic vehicle test is being performed, at 322 whether the ABS 36 is inactive and the ABS signals are reliable, or at 324 whether the ABS signals are unreliable, then the command to lock the selectable one-way clutch at 330 can be set to TRUE, thus restricting the engagement of the selectable one-way clutch 23a. Otherwise, the command to lock the selectable one-way clutch at 328 can be set to FALSE, and the selectable one-way clutch 23a can operate normally. Procedure 300 can terminate at 332.

[0064] With reference to Fig. In section 5, a procedure 400 is introduced to determine whether to return to normal operation of the selectable one-way coupling 23a after the system 100 has restricted its use (e.g., the command to lock the selectable one-way coupling in response to the detection of the delay event is set to TRUE). The procedure 400 can begin at 410. At 412, the status of the selectable one-way coupling lock command is determined. If it is set to FALSE, no action is taken at 430. If TRUE, at 414, a first timer (total event timer; T1) is started or updated. At 416, if the first timer (T1) is greater than or equal to a total event timeout threshold (L1; 640 in Fig. 8) If the first timer (T1) is less than the total event timeout threshold (L1) at 418, the selectable one-way coupling lock command can be reset to FALSE at 432, and the selectable one-way coupling 23a can function normally. If the first timer (T1) is less than the total event timeout threshold (L1), no action is taken at 434.

[0065] If the selectable one-sided clutch lock command is set to TRUE at 412, the estimated output speed acceleration at 420 is adjusted with a third threshold (K3; 634 in Fig. 8) compared. In various embodiments, the third threshold (K3) has a non-negative value. If the estimated output speed acceleration is less than or equal to the third threshold (K3), no action is taken at 436. If the estimated output acceleration is greater than the third threshold (K3), a second timer (hysteresis timer; T2) is started or updated at 422. If the second timer (T2) is greater than or equal to a hysteresis timeout threshold (L2; 642 in Fig. 8) If the second timer (T2) is less than the hysteresis timeout threshold (L2) at 426, the selectable command to lock the one-way coupling can be reset to FALSE at 440, and the selectable one-way coupling 23a can function normally. If the second timer (T2) is less than the hysteresis timeout threshold (L2), no action is performed at 438.

[0066] If the selectable command to lock the one-way clutch is set to TRUE at 412, it is determined at 428 whether a driver of vehicle 10 has selected a gear range including reverse and whether the assigned gear is reverse. If so, the selectable command to lock the one-way clutch is set to FALSE at 444. Otherwise, no action is taken at 442. Procedure 400 can be terminated at 446.

[0067] With reference to the Fig. 6 and Fig. 7. A method 500 for determining measures to be taken during delay events for a hydraulic system similar to the one in is presented. Fig. The 9 steps shown are to be carried out. In particular, it Fig. 9 represents a part of a hydraulic system 700 configured to control the operation of a selectable one-way clutch 720 of a transmission (e.g., the transmission 22) between a release position, in which a strut of the selectable one-way clutch 23a is not engaged, and an engagement position, in which the strut of the selectable one-way clutch 23a is engaged. The hydraulic system 700 comprises various components connected to one another via a hydraulic circuit, including the fluid lines 730, 732, 734, 736, 738, 740, and 742, which contain a hydraulic fluid. The components of the hydraulic system 700 include, for example, a clutch selector servo piston 718 configured to control a position of the selectable one-way clutch 720, a clutch selector valve 710, a clutch selector solenoid valve 712, a clutch selector control valve 714, and a locking valve 716 configured to oscillate the clutch selector valve 710.In general, the clutch selector solenoid 712 can be switched on to cause the clutch selector valve 710 and the locking valve 716 to increase the hydraulic pressure to actuate the selectable one-way clutch 720 via the clutch selector servo piston 718, and can be switched off to cause the clutch selector valve 710 and the locking valve 716 to decrease the hydraulic pressure to disengage the selectable one-way clutch 720 via the clutch selector servo piston 718.

[0068] Procedure 500 can begin at 510. At 512, the status of the selectable command to lock the one-way clutch is determined. If the command to lock the selectable one-way clutch is set to FALSE at 512, no action is performed at 514, and system 100 allows the execution of normal sequence logic, logic for the change of mind, logic for the selectable one-way clutch, and / or logic for the interlock valve. If the command to lock the selectable one-way clutch is set to TRUE at 512, a pressure command for the selectable one-way clutch 720 at 524 is set to either zero or to an exhaust pressure of the vehicle 10.Once the pressure command is set to zero, the actual hydraulic pressure at the selectable one-way coupling 720 is reduced to zero by the following sequence of operations: a) a solenoid valve controlling the coupling selector control valve 714 is switched off, b) the check valve 716 moves to a built-in position, c) the coupling selector solenoid valve 712 is switched off, allowing the coupling selector valve 710 to move to a built-in position, d) once the coupling selector valve 710 has moved to the built-in position, a feed pressure of the selectable one-way coupling 720 escapes more rapidly through an exhaust gas recirculation chamber of the coupling selector valve 710 and the hydraulic fluid feeds a rear side of the selectable one-way coupling 720.The locking valve 716 is moved to its installed position, and the clutch selector valve 710 is also moved to its installed position by the mechanism described above. This vents the actual hydraulic pressure to zero via the selectable one-way clutch 720 and also disables the possibility of changing the hydraulic pressure after it has been reduced. Furthermore, when the command to lock the selectable one-way clutch at 512 is set to TRUE, the state of the range selector 35 of the transmission 22 is determined at 516, 528, and / or 536.

[0069] If the range selection device 35 is set to neutral, the neutral position set at 518 is determined at 516. If the planned gear state is neutral and the selectable one-way clutch 23a at 518 is engaged or actuated, the planned gear state at 522 is set or overwritten to neutral with no clutches 23 engaged or actuated. If the planned gear state is not neutral when the selectable one-way clutch 23a at 518 is engaged, no action is taken at 520, and the planned gear is set to a neutral gear based on existing sequence logic.

[0070] If the range selector 35 is set to driving, the gear selected at 530 is determined at 528. If the planned gear state is the first locked gear, the planned gear state is set or overwritten at 534 to the first gear in freewheeling. If the planned gear state is not first gear, no action is taken at 532, and the planned gear is set to a forward gear based on existing sequence logic. If the transmission 22 is not in neutral at 516 and not in driving mode at 528, procedure 500 is executed. Fig. 6 over 590 to Fig. Continued in 7.

[0071] At 536, when a manual mode of transmission 22 is active, 540 checks whether the manual mode range is first gear (M1). If not, no action is taken at 542, and the existing logic can be executed. If the range is first gear in manual mode (M1), the intended gear state is determined at 544. If the intended gear state is first gear in freewheeling mode and the actual gear state is less than or equal to second gear, the transmission override command (in the Fig. 6 and Fig. (7, referred to as the Boolean value B2) is set to TRUE at 548. Otherwise, no action is taken at 546.

[0072] If the command to override the transmission is set to TRUE at 548, checks are performed at 550 and 564 to determine the instructed and achieved gear states, respectively.

[0073] At 550, when the instructed gear state is first gear with freewheeling, a change-of-mind command or a return-to-previous-range command is used to shift the transmission 22 into second gear at 552, thereby overriding the transmission 22 into second gear to enable engine braking. Engine braking is a method of slowing a vehicle using engine compression, thus dissipating energy without relying solely on conventional friction-based braking systems. If the instructed gear state at 554 is first gear, at 558 it is determined whether the pressure command of the selectable one-way clutch 720 was set to maximum pressure during the engagement phase. If so, the return-to-previous-range command at 560 is used to shift the transmission 22 into neutral without actuating the clutches 23, and then into second gear.In this case, the command to downshift to the previous gear is executed via a neutral intermediate state to protect the selectable one-way clutch 720 and the transmission 22 from a complete power overload. Otherwise, the command to downshift to the previous gear at 562 is used to shift the transmission 22 directly into second gear. If the instructed gear state is not first gear in freewheel (550) or first gear in lock (554), no action is taken at 556.

[0074] At 564, if the current gear is higher than second gear and manual mode is active, and its range is greater than second manual gear (M2), a command to lock the transmission is set to FALSE at 568. Otherwise, no action is taken at 566.

[0075] If the transmission 22 is not in neutral at 516 and not in driving mode at 528, and manual mode is not active at 536, the command to lock the transmission at 538 is set to FALSE. Procedure 500 can end at 570.

[0076] System 100 offers several advantages over conventional systems that incorporate a transmission with a selectable one-way clutch. For example, automatic transmissions that use a high-pressure hydraulic control system to actuate the selectable one-way clutch can exhibit inherent hydraulic delays that can lead to damage to the selectable one-way clutch, such as during moderate to heavy deceleration events with wheel lock-up, resulting in high-slip engagement. System 100 reduces the likelihood of high-slip selectable one-way clutch engagement during deceleration events by monitoring for a deceleration event in which an estimated vehicle output speed, determined based on signals from the sensor system, falls below an initial threshold, and receiving a status update from the vehicle's anti-lock braking system (ABS) indicating...whether the anti-lock braking system (ABS) is active or inactive, and output one or more control signals to instruct the transmission to prevent actuation of the selectable one-way clutch in response to the detection of the deceleration event when the selectable one-way clutch is not actuated and the estimated output speed acceleration of the vehicle is either (i) below the first threshold while the vehicle's anti-lock braking system (ABS) is active, or (ii) below a second threshold while the anti-lock braking system (ABS) is inactive, the first threshold being greater than the second threshold. In this way, System 100 reduces the probability of the selectable one-way clutch being actuated during moderate to severe deceleration events with wheel lock-up. Accordingly, System 100 represents a significant improvement for transmissions with a selectable one-way clutch.

Claims

[1] System (100) for controlling a transmission (22) of a vehicle (10) having a selectable one-way clutch (23a), the system (100) comprising: a sensor system (28) comprising one or more sensors (40a-40n) configured to detect an observable state of the vehicle (10); an anti-lock braking system (ABS) (36); and a controller (34) which is configured to, by means of a processor: Monitoring the occurrence of a deceleration event in which an estimated initial speed acceleration of the vehicle (10), determined on the basis of the observable state detected by the sensor system (28), is reduced below a first threshold; Receiving a status of the anti-lock braking system (ABS) (36) of the vehicle (10), wherein the status indicates whether the anti-lock braking system (ABS) (36) is active or inactive; and Outputting one or more control signals to instruct the transmission (22) to prevent actuation of the selectable one-way clutch (23a) in response to the detection of the deceleration event when the selectable one-way clutch (23a) is not actuated and the estimated output speed acceleration of the vehicle (10) is either: (i) below the first threshold while the vehicle's (10) anti-lock braking system (ABS) (36) is active, or (ii) below a second threshold while the anti-lock braking system (ABS) (36) is inactive, the first threshold being greater than the second threshold. [2] System (100) according to claim 1, wherein the one or more of the control signals are configured to: Reducing the hydraulic pressure of a hydraulic circuit of the vehicle (10) so that the selectable one-way coupling (23a) moves into a release position in which one strut of the selectable one-way coupling (23a) is not engaged; and Disable the ability to change the hydraulic pressure after the hydraulic pressure has been reduced. [3] System (100) according to claim 1, wherein the controller (34) is configured to, by means of the processor: Changing a gear state of the transmission (22) by setting or overriding an assigned gear state of the transmission (22) to neutral with no clutches (23) engaged, when a range selection device (35) configured to select an operating range of the transmission (22) is set to neutral and a planned gear state of the transmission (22) is neutral, with the selectable one-way clutch (23a) engaged or engaged; or Changing the gear state by setting or overriding the assigned gear state of the transmission (22) to first gear in freewheel when the range selection device (35) is set to driving and the intended gear state of the transmission (22) is first gear in lock. [4] System (100) according to claim 1, wherein the controller (34) is configured to output, by means of the processor, a control signal or several additional control signals to instruct the transmission (22) to provide engine braking by changing a gear state of the transmission (22) in response to the output of the one control signal or the several control signals. [5] System (100) according to claim 1, wherein the controller (34) is configured to, by means of the processor: Triggering a total event timer in response to the automatic locking of the selectable one-way coupling (23a); Trigger a hysteresis timer if the estimated output speed acceleration is greater than a third threshold; Monitoring the selection of a reverse gear range and an assigned reverse gear state; and Output of one or more additional control signals to instruct the transmission (22) to terminate the locking of the selectable one-way clutch (23a) in response to the total event timer being greater than or equal to a total event timeout threshold, the hysteresis timer being greater than or equal to a hysteresis timeout threshold, or the selection of the reverse gear range and the instructed reverse gear state being detected. [6] Method (200) for a vehicle (10) with a transmission (22) with a selectable one-way clutch (23a), wherein the method (200) comprises: Receiving an observable state of the vehicle (10) by a sensor system (28); Receiving a status of an anti-lock braking system (ABS) (36) of the vehicle (10) indicating whether the anti-lock braking system (ABS) (36) is active or inactive; Monitoring, by means of a processor, the occurrence of a deceleration event in which an estimated output speed acceleration of the vehicle (10), determined on the basis of the observable state detected by the sensor system (28), is reduced below a first threshold; and Output of one or more control signals, by means of the processor, to instruct the transmission (22) to prevent actuation of the selectable one-way clutch (23a) in response to the detection of the deceleration event, when the selectable one-way clutch (23a) is not actuated and the estimated output speed acceleration of the vehicle (10) is either: (i) below the first threshold while the vehicle's (10) anti-lock braking system (ABS) (36) is active, or (ii) below a second threshold while the anti-lock braking system (ABS) (36) is inactive, the first threshold being greater than the second threshold. [7] Method (200) according to claim 6, wherein the one or more of the control signals are configured to: Reducing the hydraulic pressure of a hydraulic circuit of the vehicle (10) so that the selectable one-way coupling (23a) moves into a release position in which one strut of the selectable one-way coupling (23a) is not engaged; and Disabling the ability to change the hydraulic pressure after the hydraulic pressure has been reduced. [8] Method (200) according to claim 6, further comprising: Setting or overriding, by means of the processor, an assigned gear state of the transmission (22) to neutral with no clutches (23) engaged, when a range selection device (35) configured to select an operating range of the transmission (22) is set to neutral and a planned gear state of the transmission (22) is neutral, with the selectable one-way clutch (23a) engaged or installed; or Setting or overriding, by means of the processor, the assigned gear state of the transmission (22) to first gear in freewheeling, when the range selection device (35) is set to driving and the intended gear state of the transmission (22) is first gear in lock. [9] Method (200) according to claim 6, further comprising outputting, by means of the processor, an additional control signal or several additional control signals to instruct the transmission (22) to effect engine braking by changing a gear state of the transmission (22) in response to the output of the one control signal or the several control signals. [10] Method (200) according to claim 6, further comprising: Triggering, by means of the processor, an overall event timer in response to the automatic locking of the insertion of the selectable one-way coupling (23a); Triggering, by means of the processor, a hysteresis timer when the estimated output speed acceleration is greater than a third threshold; Monitoring, by means of the processor, a selection of a reverse gear range and an assigned reverse gear state; and Output, by means of the processor, an additional control signal or several additional control signals to instruct the transmission (22) to terminate the locking of the selectable one-way clutch (23a) in response to the total event timer being greater than or equal to a total event timeout threshold, the hysteresis timer being greater than or equal to a hysteresis timeout threshold, or the detection of the reverse range selection and the instructed reverse gear state.

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