Hybrid powertrain with engine valve deactivation
View Patent ↗A vehicle powertrain includes an engine and an electric motor in parallel hybrid combination. The engine includes a plurality of cylinders and a plurality of selectively deactivatable cylinder intake and exhaust valves so that every cylinder in the engine is characterized by an inoperative condition in which corresponding intake and exhaust valves remain in a closed position irrespective of crankshaft rotation. A controller is operatively connected to the valves and configured to advantageously control the valves and render cylinders inoperative. The powertrain enables the rotor of the motor to be continuously operatively connected to the crankshaft of the engine for unitary rotation therewith. The powertrain is preferably characterized by integrated friction launch wherein an active torque-transmitting mechanism controls vehicle launch.
1. A vehicle powertrain comprising:
an engine having a rotatable crankshaft and a plurality of cylinders each with a corresponding selectively activatable and deactivatable cylinder valve operatively connected thereto; wherein each of said selectively activatable and deactivatable cylinder valves opens and closes with crankshaft rotation when activated and remains closed irrespective of crankshaft rotation when deactivated; and wherein every cylinder in the engine is characterized by an operative condition in which the corresponding cylinder valve is activated, and an inoperative condition in which the corresponding cylinder valve is deactivated;
an electric motor in hybrid combination with the engine; and
a valvetrain mechanism operable to mechanically, not electromechanically, actuate each of said selectively activatable and deactivatable cylinder valves.
2. The vehicle powertrain of claim 1 , further comprising a controller sufficiently configured to selectively activate and deactivate the valves, and configured to selectively cause a mode of engine operation in which every cylinder in the engine is in the inoperative condition by deactivating all the cylinder valves.
3. The hybrid vehicle powertrain of claim 1 , further comprising a transmission operatively connected to the engine and the motor; and wherein the powertrain is characterized by the absence of a hydrodynamic fluid drive.
4. The hybrid vehicle powertrain of claim 3 , wherein the motor includes a rotor; wherein the transmission includes an input shaft operatively connected to the rotor and the crankshaft, an output shaft, and a selectively engageable and disengageable torque transmitting mechanism; and wherein the powertrain is configured such that the torque transmitting mechanism is selectively controllable to initiate vehicle launch by operatively interconnecting the input shaft and the output shaft.
5. The hybrid vehicle powertrain of claim 4 , wherein the powertrain is sufficiently configured such that the torque transmitting mechanism is engageable prior to torque generation by the motor such that the motor initiates vehicle launch.
6. The hybrid vehicle powertrain of claim 5 , further comprising a controller being operatively connected to the motor to cause selective torque generation by the motor, operatively connected to the torque transmitting mechanism to cause selective engagement of the torque transmitting mechanism, and being configured to cause the torque transmitting mechanism to engage prior to causing activation of the motor such that the motor initiates vehicle launch.
7. The hybrid vehicle powertrain of claim 1 , further comprising a transmission operatively connected to the engine and the motor; and wherein the transmission includes an input shaft and the motor includes a rotor, and wherein the input shaft is continuously operatively connected to the rotor and the crankshaft for rotation therewith.
8. The hybrid vehicle powertrain of claim 7 , wherein the transmission includes at least one torque multiplying device having a plurality of members, and wherein the input shaft is continuously connected to one of said plurality of members for rotation therewith.
9. The hybrid vehicle powertrain of claim 8 , further comprising a torque transmitting mechanism selectively engageable to control the torque transmitting operation of one of said plurality of members and configured to initiate forward or reverse operation of the transmission.
10. The hybrid vehicle powertrain of claim 1 , wherein the powertrain is characterized by the absence of a starter motor.
11. The hybrid powertrain of claim 1 , further comprising a vehicle accessory operatively connected to the crankshaft to be driven thereby; wherein the accessory is drivable by the motor via the crankshaft when said at least one cylinder is in the inoperative condition.
12. The hybrid powertrain of claim 1 , wherein the motor includes a rotor; and wherein the rotor is continuously connected to the crankshaft for unitary rotation therewith.
13. The vehicle powertrain of claim 1 , further comprising:
a controller sufficiently configured to selectively activate and deactivate the valves and configured to selectively cause a mode of engine operation wherein a first of said cylinders is in the operative condition while a second of said cylinders is in the inoperative condition during a first time period, and wherein the first of said cylinders is in the inoperative condition while the second of said cylinders is in the operative condition during a second time period.
14. A vehicle powertrain comprising:
an engine having a plurality of cylinders each with a corresponding plurality of selectively activatable and deactivatable cylinder valves operatively connected thereto; wherein every cylinder in the engine is characterized by an operative condition in which the corresponding cylinder valves are activated, and an inoperative condition in which the corresponding cylinder valves are deactivated;
an electric motor in hybrid combination with the engine; and a transmission operatively connected to the motor and the engine;
a controller sufficiently configured to selectively activate and deactivate the valves and configured to selectively cause a mode of engine operation wherein a first of said cylinders is in the operative condition while a second of said cylinders is in the inoperative condition during a first time period, and wherein the first of said cylinders is in the inoperative condition while the second of said cylinders is in the operative condition during a second time period; and
a valvetrain mechanism operable to mechanically, not electromechanically, actuate each of said selectively activatable and deactivatable cylinder valves.
15. A vehicle powertrain comprising:
an engine having a rotatable crankshaft, at least one cylinder, a plurality of selectively activatable and deactivatable cylinder valves operatively connected to said at least one cylinder so that said at least one cylinder is characterized by an operative condition in which the plurality of cylinder valves are activated and an inoperative condition in which the plurality of valves are deactivated, and a controller configured to selectively activate and deactivate said cylinder valves;
an electric motor in hybrid combination with the engine; and a transmission operatively connected to the engine and the motor;
a valvetrain mechanism operable to mechanically, not electromechanically, actuate each of said selectively activatable and deactivatable cylinder valves;
wherein each of said selectively activatable and deactivatable cylinder valves opens and closes with crankshaft rotation when activated and remains closed irrespective of crankshaft rotation when deactivated; and
wherein the engine is characterized by an idle mode, and wherein the controller is configured to cause said at least one cylinder to be in the inoperative condition when the engine is in the idle mode.
16. A hybrid powertrain comprising:
an engine having a rotatable crankshaft and being characterized by at least one cylinder, at least one selectively deactivatable intake valve movable between an open position in which gas may be drawn into said at least one cylinder and a closed position in which gas cannot be drawn into said at least one cylinder, and at least one selectively deactivatable exhaust valve movable between an open position in which gas may be exhausted from said at least one cylinder and a closed position in which gas cannot be exhausted from said at least one cylinder; a controller operatively connected to said at least one intake valve and said at least one exhaust valve and configured to selectively deactivate the valves so that said at least one intake valve and said at least one exhaust valve remain in their respective closed positions during crankshaft rotation to prevent the engine from drawing air into any cylinder or exhausting gas from any cylinder;
a valvetrain mechanism operable to mechanically, not electromechanically, actuate each of said at least one selectively deactivatable intake valve and said at least one selectively deactivatable exhaust valve;
an electric motor having a rotor continuously connected to the crankshaft for rotation therewith; and
a transmission having an input shaft, at least one planetary gearset having a plurality of members, and a torque transmitting mechanism selectively engageable to control the torque transmitting operation of one of said plurality of members and configured to initiate forward or reverse operation of the transmission; wherein the input shaft is continuously connected to the crankshaft, rotor, and one of said plurality of members for rotation therewith.