# US 2018/0320785 A1 · Vehicle propulsion system and method for a vehicle > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 2018/0320785 A1 - Document ID: US20180320785A1 - Status: Published application - Kind: A1 - Application number: 15/584,349 - Filed: 2017-05-02 - Published: 2018-11-08 - Earliest claimed: 2017-05-02 - Assignees: GM Global Technology Operations LLC - Applicants: GM Global Technology Operations LLC - Inventors: Karl A. Sime; Randall B. Dlugoss - Web page: https://patentgrep.com/patent/US20180320785A1 ## CPC - F16H 61/143: {using electric control means} - B60W 10/02: including control of driveline clutches - F16H 63/46: Signals to a clutch outside the gearbox - B60W 10/11: Stepped gearings - B60W 30/18018: {Start-stop drive, e.g. in a traffic jam} - B60W 30/18027: {Drive off, accelerating from standstill} - B60W 30/181: {Preparing for stopping} - B60W 2510/0638: Engine speed - B60W 2510/0685: Engine crank angle - B60W 2710/021: Clutch engagement state - F16D 2500/3026: Stroke - F16D 2500/30402: Clutch friction coefficient - F16D 2500/30406: Clutch slip - F16D 2500/30408: Relative rotational position of the input and output parts, e.g. for facilitating positive clutch engagement - F16D 2500/3041: from the input shaft - F16D 2500/3067: Speed of the engine - F16H 2312/14: Going to, or coming from standby operation, e.g. for engine start-stop operation at traffic lights - F16H: GEARING - B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT - F16D: COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES ## Abstract A vehicle propulsion system includes an engine including a crankshaft and adapted to generate torque, a crankshaft sensor that outputs a signal that is indicative of a rotary position of the crankshaft, a transmission with a clutch that is connected to the engine to receive the torque from the engine, a drive member connected to the transmission to receive torque from the transmission, and a controller that commands operation of the clutch based upon the signal from the crankshaft sensor for controlling engine compression pulse disturbances as the engine speed changes from an elevated rpm to low or zero rpm as well as low or zero rpm to an elevated rpm. ## Claims ### Claim 1 A vehicle propulsion system, the system comprising: an engine including a crankshaft and adapted to generate torque; a crankshaft sensor that outputs a signal that is indicative of a rotary position of the crankshaft; a transmission with a clutch that is connected to the engine to receive the torque from the engine; a drive member connected to the transmission to receive torque from the transmission; and a controller that commands operation of the clutch based upon the signal from the crankshaft sensor during a transition between an engine operating condition and an engine stop condition. ### Claim 2 (depends on 1) The system of claim 1, wherein the controller commands operation of the clutch in response to the signal from the crankshaft sensor indicating a predetermined position of a piston within a cylinder within the engine. ### Claim 3 (depends on 1) The system of claim 1, wherein the controller controls the clutch operation to activate the clutch to reduce a pulse in an engine speed profile. ### Claim 4 (depends on 1) The system of claim 1, wherein the engine further includes a piston in a cylinder connected to the crankshaft and wherein the controller commands operation of the clutch to engage during one of a compression stroke and a combustion stroke of the piston. ### Claim 5 (depends on 4) The system of claim 4, wherein the crankshaft sensor signal comprises an absolute engine position relative to top dead center of a piston within a cylinder in one of a combustion stroke and a compression stroke of the piston. ### Claim 6 (depends on 4) The system of claim 4, wherein the controller compensates for an inherent delay in a hydraulic clutch control system by commanding actuation of the clutch by a predetermined amount of time prior to top dead center. ### Claim 7 (depends on 1) The system of claim 1, wherein the controller commands operation of the clutch such that the clutch only partially engages. ### Claim 8 (depends on 7) The system of claim 7, wherein the controller commands operation of the clutch above a predetermined engine speed. ### Claim 9 (depends on 8) The system of claim 8, wherein the predetermined engine speed corresponds to a lower engine speed within a predetermined range of engine speeds. ### Claim 10 (depends on 9) The system of claim 9, wherein the predetermined range of engine speeds corresponds to range in which a frequency of a plurality of pulses approximates a resonant frequency of the propulsion system. ### Claim 11 A method for controlling a vehicle propulsion system that includes an engine including a crankshaft and adapted to generate torque, a crankshaft sensor that outputs a signal that is indicative of a rotary position of the crankshaft, a transmission with a clutch that is connected to the engine to receive the torque from the engine, a drive member connected to the transmission to receive torque from the transmission, and a controller that commands operation of the clutch based upon the signal from the crankshaft sensor, the method comprising: determining whether the vehicle propulsion system is transitioning from an engine operating condition to an engine stop condition; and controlling operation of the clutch when the vehicle propulsion system transitions between an engine operating condition and an engine stop condition. ### Claim 12 (depends on 11) The method of claim 11, wherein controlling operation of the clutch is in response to the signal from the crankshaft sensor indicating a predetermined position of a piston within a cylinder within the engine. ### Claim 13 (depends on 11) The method of claim 11, wherein controlling operation of the clutch reduces a pulse in an engine speed profile. ### Claim 14 (depends on 11) The method of claim 11, wherein the engine further includes a piston in a cylinder connected to the crankshaft and wherein controlling operation of the clutch is during one of a compression stroke and a combustion stroke of the piston. ### Claim 15 (depends on 14) The method of claim 14, wherein the crankshaft sensor signal comprises an absolute engine position relative to top dead center of a piston within a cylinder in one of a combustion stroke and a compression stroke of the piston. ### Claim 16 (depends on 14) The method of claim 14, wherein controlling operation of the clutch compensates for an inherent delay in a hydraulic clutch control system by commanding actuation of the clutch by a predetermined amount of time prior to top dead center. ### Claim 17 (depends on 11) The method of claim 11, wherein controlling operation of the clutch only partially engages the clutch. ### Claim 18 (depends on 17) The method of claim 17, wherein controlling operation of the clutch is above a predetermined engine speed. ### Claim 19 (depends on 18) The method of claim 18, wherein the predetermined engine speed corresponds to a lower engine speed within a predetermined range of engine speeds. ### Claim 20 (depends on 19) The method of claim 19, wherein the predetermined range of engine speeds corresponds to range in which a frequency of a plurality of pulses approximates a resonant frequency of the propulsion system.