Granted Patent B2

US 7,765,806 · App. 11/839,039 · Granted Aug 3, 2010

Abstract

Claims (31)

1. A method of operating a powertrain comprising:

operating the powertrain in a first mode by causing an Atkinson cycle engine and an electric motor to simultaneously transmit torque to an output member;

operating the powertrain in a second mode by causing the Atkinson cycle engine to transmit torque to the output member and causing a compressor to pressurize air in an air intake system of the engine; and

operating the powertrain in a third mode by causing the Atkinson cycle engine to transmit torque to the output member with the motor and the compressor inactive.

2. The method of claim 1 , wherein the engine includes a cylinder intake valve and a crankshaft; and wherein the method further comprises operating the powertrain in a fourth mode of operation by deactivating the intake valve so that the intake valve remains closed irrespective of crankshaft rotation.

3. The method of claim 2 , further comprising operating the powertrain in a fifth mode of operation by causing the motor to transmit torque to the output member without the engine actively providing torque to the output member.

4. A powertrain comprising;

an Atkinson cycle engine including at least one cylinder, a selectively rotatable crankshaft, and an air intake system that provides selective fluid communication between said at least one cylinder and the atmosphere;

a motor in hybrid combination with the engine;

a compressor configured to selectively compress air in the air intake system and having a selectively rotatable rotor;

a power source operatively connected to the rotor and configured to selectively transmit power to the rotor; and

a controller operatively connected to the compressor and configured to selectively cause the powertrain to operate in a first mode of operation in which said crankshaft rotates and said power source does not transmit power to said rotor and a second mode of operation in which said crankshaft rotates and said power source transmits power to said rotor.

5. The powertrain of claim 4 , wherein said power source is an electric motor operatively connected to said rotor; and wherein said electric motor is controllable by the controller.

6. The powertrain of claim 4 , wherein said crankshaft is the power source;

wherein the powertrain further comprises a torque transmitting mechanism being selectively engageable to transmit torque from the crankshaft to the rotor, and being selectively disengageable to decouple the crankshaft and the rotor.

7. The powertrain of claim 4 , further comprising an electrically variable transmission having a transmission input member and a transmission output member;

said crankshaft being operatively connected to the transmission input member;

said motor/generator being part of the electrically variable transmission;

wherein the transmission is characterized by at least one mode of operation in which the speed ratio between the transmission input member and the transmission output member is selectively variable by varying the speed of said motor.

8. The powertrain of claim 7 , wherein the electrically variable transmission is characterized by at least two modes of operation.

9. The powertrain of claim 4 , wherein said at least one cylinder includes a first cylinder and a second cylinder; wherein the engine further includes a first intake valve for the first cylinder and a second intake valve for the second cylinder; and wherein the second intake valve is selectively deactivatable.

10. The powertrain of claim 4 , wherein the engine includes an intake valve being associated with said at least one cylinder, and a piston within said at least one cylinder for movement between a bottom dead center position and a top dead center position in a compression stroke; and wherein the engine is configured such that the intake valve closes during the compression stroke at least 60 crankshaft angle degrees after the piston is in said bottom dead center position.

11. The powertrain of claim 10 , further comprising a cam phaser configured to selectively change the crankshaft angle at which the intake valve closes.

12. The powertrain of claim 11 , wherein the engine includes at least one fuel injector and a controller;

wherein said controller is operatively connected to the fuel injector and configured to selectively activate and deactivate the fuel injector;

wherein said controller is operatively connected to the cam phaser to control the timing of the opening and closing of the intake valve;

wherein the controller is configured to cause the intake valve to close at a first crankshaft angle after said bottom dead center position of the piston during a compression stroke when the fuel injector is activated; and wherein the controller is configured to cause the intake valve to close at a second crankshaft angle greater than the first crankshaft angle after said bottom dead center position of the piston during a compression stroke when the fuel injector is deactivated.

13. The powertrain of claim 4 , wherein the air intake system defines a first passageway and a second passageway that provide selective fluid communication between the atmosphere and said at least one cylinder;

wherein said compressor is configured to compress air in the second passageway;

wherein the powertrain further comprises a valve being selectively movable between an open position in which the valve does not obstruct the first passageway and a closed position in which the valve obstructs the first passageway; and

wherein the controller is operatively connected to the valve and configured to cause the valve to be in the closed position when the powertrain is in the second mode of operation and to be in the open position when the powertrain is in the first mode of operation.

Assignments (12)