Granted Patent B2

US 7,954,580 · App. 11/372,909 · Granted Jun 7, 2011

Assignee: GM Global Technology Operations LLC

Abstract

Claims (51)

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

an engine having an engine crankshaft operatively connectable to a transmission, the engine providing power to a vehicle drive member through the transmission when the engine is running;

a selectively engageable torque transmitting device operatively connected between the engine crankshaft and the transmission;

a drive pulley continuously connected to the engine crankshaft for common rotation;

an accessory operatively connected to one of a plurality of driven pulleys;

a belt-alternator-starter system operatively connected to another of said plurality of driven pulleys;

a flexible 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;

wherein the belt-alternator-starter system, the engine crankshaft and the accessory are continuously and directly connected via the drive belt;

a controller operatively connected to the torque transmitting device, the engine and the belt-alternator-starter system;

wherein said controller is configured to control the engine to power the accessory when the engine is running;

wherein said controller is configured to control the belt-alternator-starter system to operate at a predefined speed to ensure that the accessory is adequately powered by the belt-alternator-starter system when the engine is not running and the engine speed is below a predefined value; and

wherein the torque transmitting device is disengaged by the controller when the belt-alternator-starter system is powering the accessory.

2. The accessory drive system of claim 1 , wherein the engine includes a plurality of intake valves and a plurality of exhaust valves.

3. The accessory drive system of claim 2 , wherein the controller is configurable to manipulate the intake valves and the exhaust valves when the accessory is being driven by power from the belt-alternator-starter system, in order to reduce crankshaft rotational resistance and engine pumping losses, and thereby improve the efficiency of the accessory drive system.

4. The accessory drive system of claim 1 , further comprising a storage device operatively connected to the belt-alternator-starter system, said storage device being configured to store energy from the belt-alternator-starter system when the engine is producing excess power or when braking power is being recuperated.

5. The accessory drive system of claim 4 , wherein the storage device is a battery.

6. The accessory drive system of claim 5 , wherein the selectively engageable torque transmitting device is a clutch.

7. The accessory drive system of claim 6 , wherein the clutch is controllable to transfer enough energy to ensure the accessory is adequately powered without sacrificing driver demands pertaining to vehicle output.

8. The accessory drive system of claim 1 , wherein the accessory drive system is characterized by the absence of a gear operatively connected between the belt-alternator starter system and said engine.

9. An automotive accessory drive system for a belt-alternator-starter electric hybrid vehicle comprising:

an engine having an engine crankshaft operatively connectable to a transmission, the engine providing power to a vehicle drive member through the transmission when the engine is running;

a selectively engageable torque transmitting device operatively connected between the engine crankshaft and the transmission;

a drive pulley continuously connected to the engine crankshaft for common rotation;

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

a belt-alternator-starter system operatively connected to a different respective one of said plurality of driven pulleys;

wherein the accessory drive system is characterized by the absence of any gear operatively connected between said belt-alternator-starter system and said engine;

a storage device operatively connected to the belt-alternator-starter system, said storage device being configured to store energy from the belt-alternator-starter system when the engine is producing excess power or when braking power is being recuperated;

a flexible 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;

wherein the belt-alternator-starter system, the engine crankshaft and the accessory are continuously and directly connected via the drive belt;

a controller operatively connected to the torque transmitting device, the engine and the belt-alternator-starter system;

wherein said controller is configured to control the engine to power the plurality of accessories when the engine is running;

wherein said controller is configured to control the belt-alternator-starter system to operate at a predefined speed to ensure that said plurality of accessories are adequately powered by the belt-alternator-starter system when the engine is not running and the engine speed is below a predefined value; and

wherein the torque transmitting device is disengaged by the controller when the belt-alternator-starter system is powering the accessory.

10. The accessory drive system of claim 9 , wherein the engine includes a plurality of intake valves and a plurality of exhaust valves.

11. The accessory drive system of claim 10 , wherein the controller is configurable to manipulate the intake valves and the exhaust valves when the accessories are being driven by power from the belt-alternator-starter system, in order to reduce crankshaft rotational resistance and engine pumping losses, and thereby improve the efficiency of the accessory drive system.

12. The accessory drive system of claim 11 , wherein the storage device is a battery.

13. The accessory drive system of claim 12 , wherein the selectively engageable torque transmitting device is a clutch.

14. The accessory drive system of claim 13 , wherein the clutch is controllable to transfer enough energy to ensure the accessories are adequately powered without sacrificing driver demands pertaining to vehicle output.

15. A method for operating an accessory drive system of a belt-alternator-starter electric hybrid vehicle comprising:

providing an engine having a crankshaft operatively connectable to a transmission, the engine providing power to a vehicle drive member through the transmission when the engine is running;

providing a belt-alternator starter system operatively connectable to the engine;

providing a selectively engageable torque transmitting device operatively connected between the engine crankshaft and the transmission;

providing a drive pulley continuously connected to the engine crankshaft for common rotation, wherein the drive pulley is operatively connectable with the belt-alternator starter system;

transferring energy from one of the engine and the belt-alternator starter system to a plurality of accessories, each of the plurality of accessories being operatively connected to a respective one of a plurality of driven pulleys;

providing a flexible drive belt operatively connecting said pulled said plurality of driven pulleys;

wherein the belt-alternator-starter system, the engine crankshaft and the accessory are continuously and directly connected via the drive belt;

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

controlling the torque transmitting device and the transfer of energy from the engine and the belt-alternator starter system to ensure that the speed at which the accessories are driven does not fall below the predefined minimum speed.

16. The method of claim 15 , further comprising manipulating a plurality of intake valves and exhaust valves of the engine when the accessories are being driven by power from the belt-alternator starter system, in order to reduce crankshaft rotational resistance and engine pumping losses, and thereby improve the efficiency of the accessory drive system.

17. The method of claim 15 , further comprising controlling the selectively engageable torque transmitting device to transfer enough energy to ensure the accessories are adequately powered without sacrificing driver demands pertaining to vehicle output.

18. The method of claim 15 , further comprising storing energy from the belt-alternator starter system in a battery when excess power is being produced by the engine or when braking power is being recuperated.

Assignments (12)

Continuity (1)