Granted Patent B2

US 7,748,483 · App. 11/372,919 · Granted Jul 6, 2010

Assignee: GM Global Technology Operations, Inc.

Abstract

Claims (46)

1. An accessory drive system for a hybrid electric vehicle comprising:

an engine including a plurality of intake valves, a plurality of exhaust valves, and a crankshaft;

a motor/generator independently connectable to a transmission;

a selectively engageable torque transmitting device disposed between the engine and the transmission, wherein said torque transmitting device is disengageable to de-couple the engine and the motor/generator from the transmission;

a drive pulley connected to the engine;

a driven pulley connected to an accessory;

a drive belt operatively connecting said drive pulley and said driven pulley and operable to transfer drive forces between said drive pulley and said driven pulley;

a controller operatively connected to the torque-transmitting device, the engine and the motor/generator, said controller configured to control the torque-transmitting device, the engine and the motor/generator to ensure that the accessory is sufficiently powered to remain fully operational by the engine when the engine is running or by said motor/generator when the engine is not running; and

wherein the controller is configurable to manipulate the intake valves and the exhaust valves when the accessory is being driven by power from the motor/generator through the engine crankshaft, in order to reduce crankshaft rotational resistance and engine pumping losses, and thereby improve the efficiency of the accessory drive system.

2. The accessory drive system of claim 1 , further comprising a storage device operatively connected to the motor/generator, said storage device being configured to store energy from the motor/generator when the engine is producing excess power or when braking power is being recuperated.

3. The accessory drive system of claim 2 , wherein the storage device is a battery.

4. The accessory drive system of claim 3 , wherein the selectively engageable torque transmitting device is a clutch.

5. The accessory drive system of claim 4 , wherein the clutch is controllable to transfer enough energy to ensure the accessory is powered to remain fully operational without sacrificing driver demands pertaining to vehicle output.

6. An accessory drive system for a parallel electric hybrid vehicle comprising:

an engine including a plurality of intake valves, a plurality of exhaust valves, and a crankshaft;

a motor/generator independently connectable to a transmission;

a storage device operatively connected to the motor/generator, said storage device being configured to store energy from the motor/generator when the engine is producing excess power or when braking power is being recuperated;

a first selectively engageable torque transmitting device disposed between the engine and the transmission;

a second selectively engageable torque transmitting device disposed between the motor/generator and the transmission, wherein said second torque transmitting device is disengageable to de-couple the motor/generator from the transmission;

a drive pulley connected to the engine;

a plurality of driven pulleys each of which is connected to one of a plurality of accessories;

a drive belt operatively connecting said drive pulley and said plurality of driven pulleys and operable to transfer drive forces between said drive pulley and said plurality of driven pulleys;

a controller operatively connected to the torque-transmitting devices, the engine and the motor/generator, said controller configured to control the torque-transmitting devices, the engine and the motor/generator to ensure that said plurality of accessories are sufficiently powered to remain fully operational by transferring energy from one of the engine and the motor/generator to ensure that the speed at which the accessories are driven does not fall below a predefined minimum speed; and

wherein the controller is configurable to manipulate the intake valves and the exhaust valves when the accessories are being driven by power from the motor/generator through the engine crankshaft, in order to reduce crankshaft rotational resistance and engine pumping losses, and thereby improve the efficiency of the accessory drive system.

7. The accessory drive system of claim 6 , wherein the storage device is a battery.

8. The accessory drive system of claim 7 , wherein the first and second selectively engageable torque transmitting devices are clutches.

9. The accessory drive system of claim 8 , wherein the first and second clutches are controllable to transfer enough energy to ensure the accessories are powered to remain fully operational without sacrificing driver demands pertaining to vehicle output.

10. The accessory drive system of claim 6 , wherein the first selectively engageable torque transmitting device is also disposed between the engine and the motor/generator, and engageable to couple the motor/generator to the drive pulley.

11. The accessory drive system of claim 10 , wherein the first selectively engageable torque transmitting device is disengageable to de-couple the engine from both the motor/generator and the transmission.

12. A method for operating an accessory drive system of a parallel electric hybrid vehicle comprising:

providing an engine and a motor/generator independently connectable to a transmission;

providing a first selectively engageable torque transmitting device disposed between the engine and the transmission, and a second selectively engageable torque transmitting device disposed between the motor/generator and the transmission;

transferring energy from one of the engine and the motor/generator to a plurality of accessories;

establishing a predefined minimum speed at which all of said plurality of accessories must be driven in order to remain fully operational;

controlling the transfer of energy from the engine and the motor/generator to ensure that the speed at which the accessories are driven does not fall below the predefined minimum speed; and

manipulating a plurality of intake valves and exhaust valves of the engine when the accessories are being driven by power from the motor/generator through an engine crankshaft, in order to reduce crankshaft rotational resistance and engine pumping losses, and thereby improve the efficiency of the accessory drive system.

13. The method of claim 12 , further comprising controlling said first and second selectively engageable torque transmitting devices to transfer enough energy to ensure the accessories are adequately powered without sacrificing driver demands pertaining to vehicle output.

14. The method of claim 12 , further comprising storing energy from the motor/generator in a battery when excess power is being produced by the engine or when braking power is being recuperated.

15. An accessory drive system for an hybrid electric vehicle comprising:

an engine and a motor/generator independently connectable to a transmission, wherein the engine includes a plurality of intake valves, a plurality of exhaust valves, and a crankshaft;

a selectively engageable torque transmitting device disposed between the engine and the transmission, wherein said torque transmitting device is disengageable to de-couple the engine and the motor/generator from the transmission;

a drive pulley connected to the engine;

a driven pulley connected to an accessory;

a drive belt operatively connecting said drive pulley and said driven pulley and operable to transfer drive forces between said drive pulley and said driven pulley; and

a controller operatively connected to the torque-transmitting device, the engine and the motor/generator, said controller configured to control the torque-transmitting device, the engine and the motor/generator to ensure that the accessory is sufficiently powered to remain fully operational by the engine when the engine is running or by said motor/generator when the engine is not running;

wherein the controller is configurable to manipulate the intake valves and the exhaust valves when the accessory is being driven by power from the motor/generator through the engine crankshaft, in order to reduce crankshaft rotational resistance and engine pumping losses, and thereby improve the efficiency of the accessory drive system.

Assignments (12)

Continuity (1)