# US 2014/0004997 A1 · Active Damping During Clutch Engagement for Engine Start > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 2014/0004997 A1 - Document ID: US20140004997A1 - Status: Published application - Kind: A1 - Application number: 14/019,987 - Filed: 2013-09-06 - Published: 2014-01-02 - Earliest claimed: 2012-04-13 - Assignees: Ford Global Technologies, LLC - Applicants: Ford Global Technologies, LLC - Inventors: Qing Wang; Wei Liang; Mark Steven Yamazaki; Walter Joseph Ortmann - Web page: https://patentgrep.com/patent/US20140004997A1 ## CPC - B60W 20/10: Controlling the power contribution of each of the prime movers to meet required power demand - B60W 10/02: including control of driveline clutches - B60W 10/06: including control of combustion engines - B60W 10/08: including control of electric propulsion units, e.g. motors or generators - B60W 20/00: Control systems specially adapted for hybrid vehicles {(hybrid vehicle design, B60K6/00; electric vehicles B60L)} - B60W 30/20: Reducing vibrations in the driveline - B60W 2030/203: {related or induced by the clutch} - B60W 2510/0208: Clutch engagement state, e.g. engaged or disengaged - B60W 2710/083: Torque - Y02T 10/62: Hybrid vehicles - Y10S 903/93: Conjoint control of different elements - 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 - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION - Y10S: TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS ## Abstract An active damping system provides a torque adjustment command that is combined with the raw motor torque command of a vehicle to compensate for oscillations and vibrations in the driveline of a hybrid vehicle. Active damping may be provided by a derivative controller or by a lead-lag compensation between initiation of clutch engagement and full clutch engagement. Active damping is terminated upon full clutch engagement. ## Claims ### Claim 1 A hybrid vehicle comprising: a motor; an engine and a battery for supplying power to the motor; a hydraulically actuated disconnect clutch selectively connects the motor and the engine; and at least one controller configured to modify motor torque based upon driveline speed during a period of clutch engagement after an engine start to suppress a driveline oscillation during the period of clutch engagement, wherein the motor torque is modified based upon a derivative controller that receives an input signal representative of a speed of rotation of a driveline component. ### Claim 2 (canceled) ### Claim 3 (depends on 1) The hybrid vehicle of claim 1 wherein the speed of rotation of the driveline component is a motor speed signal. ### Claim 4 (depends on 1) The hybrid vehicle of claim 1 wherein speed of rotation of the driveline component is a wheel speed signal. ### Claim 5 (depends on 1) The hybrid vehicle of claim 1 wherein the motor torque is calculated by the derivative controller in response to a motor speed input signal. ### Claim 6 (depends on 1) The hybrid vehicle of claim 1 wherein the motor torque is calculated by the derivative controller in response to a wheel speed input signal. ### Claim 7 (depends on 1) The hybrid vehicle of claim 1 wherein the motor torque is controlled based upon a lead-lag compensator controller. ### Claim 8 (depends on 1) The hybrid vehicle of claim 1 wherein the hydraulic pressure is reduced to zero when the engine is off, and wherein the period of clutch engagement is preceded by a time boosting period in which the clutch is filled and the hydraulic pressure is set to a stroke pressure. ### Claim 9 (depends on 1) The hybrid vehicle of claim 1 wherein the disconnect clutch is selectively provided with hydraulic pressure to actuate the disconnect clutch, wherein the hydraulic pressure is maintained at a stroke pressure when the engine is off, and wherein the period of clutch engagement begins with the engine start. ### Claim 10 A method of operating a hybrid vehicle having an engine that is selectively connected to a driveline by a disconnect clutch that is selectively actuated by hydraulic pressure and a motor comprising: during a period of clutch engagement after an engine start that ends upon full clutch engagement attenuating oscillations in the driveline by modifying motor torque, and wherein attenuating oscillations in the driveline is performed based upon a derivative controller that receives an input indicative of a driveline component speed. ### Claim 11 (canceled) ### Claim 12 (depends on 10) The method of claim 10 wherein the driveline component speed is a motor speed signal. ### Claim 13 (depends on 12) The method of claim 12 wherein motor torque is controlled by a derivative controller that receives the motor speed signal. ### Claim 14 (depends on 10) The method of claim 10 wherein the driveline component speed is a wheel speed signal. ### Claim 15 (depends on 14) The method of claim 14 wherein the motor torque is controlled by a derivative controller that receives the wheel speed signal. ### Claim 16 (depends on 10) The method of claim 10 wherein attenuating oscillations in the driveline is performed based upon a lead-lag compensator controller. ### Claim 17 (depends on 10) The method of claim 10 wherein the disconnect clutch is selectively provided with hydraulic pressure to connect or disconnect the disconnect clutch, wherein the hydraulic pressure is reduced to zero when the engine is off, and wherein the period of clutch engagement is preceded by a time boosting period in which the clutch is filled and the hydraulic pressure is set to a stroke pressure.