JPH10274052A - Tension adjusting device for endless transmission belt in engine - Google Patents
Tension adjusting device for endless transmission belt in engineInfo
- Publication number
- JPH10274052A JPH10274052A JP7952497A JP7952497A JPH10274052A JP H10274052 A JPH10274052 A JP H10274052A JP 7952497 A JP7952497 A JP 7952497A JP 7952497 A JP7952497 A JP 7952497A JP H10274052 A JPH10274052 A JP H10274052A
- Authority
- JP
- Japan
- Prior art keywords
- tension
- timing belt
- engine
- detecting means
- tension adjusting
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H7/00—Gearings for conveying rotary motion by endless flexible members
- F16H7/08—Means for varying tension of belts, ropes, or chains
- F16H2007/0876—Control or adjustment of actuators
- F16H2007/0887—Control or adjustment of actuators the tension being a function of load
Landscapes
- Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、エンジンの駆動軸
に設けた駆動輪と従動軸に設けた従動輪とに巻き掛けた
無端伝動帯の張力を調整する無端伝動帯の張力調整装置
に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an endless transmission belt tension adjusting device for adjusting the tension of an endless transmission band wound around a drive wheel provided on a drive shaft of an engine and a driven wheel provided on a driven shaft.
【０００２】[0002]
【従来の技術】かかる無端伝動帯の張力調整装置は、実
開昭６０−１７２０４８号公報により公知である。この
ものは、駆動プーリの回転数及び従動プーリの回転数を
それぞれ検出し、その差あるいは比が基準値を越えたと
きにアクチュエータを駆動してベルトの張力を増加させ
るようになっている。また無端伝動帯の張力を直接検出
し、その張力が所定の値になるようにアクチュエータを
駆動する張力調整装置も知られている。2. Description of the Related Art Such a tension adjusting device for an endless transmission band is known from Japanese Utility Model Laid-Open No. Sho 60-172048. This device detects the rotation speed of a driving pulley and the rotation speed of a driven pulley, respectively, and drives the actuator when the difference or ratio exceeds a reference value to increase the belt tension. There is also known a tension adjusting device that directly detects the tension of an endless transmission band and drives an actuator so that the tension becomes a predetermined value.
【０００３】[0003]
【発明が解決しようとする課題】ところで、上記実開昭
６０−１７２０４８号公報に記載されたものは、駆動プ
ーリ及び従動プーリのそれぞれについて回転数検出手段
を設ける必要があるため、部品点数が増加してコストア
ップの要因になる問題がある。また無端伝動帯の張力を
検出するものは、回転する無端伝動帯の張力を直接検出
して取り出すことが難しいという問題がある。In the apparatus disclosed in Japanese Utility Model Laid-Open Publication No. Sho 60-172048, since it is necessary to provide rotation speed detecting means for each of the driving pulley and the driven pulley, the number of parts is increased. There is a problem that causes a cost increase. Further, the device that detects the tension of the endless transmission band has a problem that it is difficult to directly detect and extract the tension of the rotating endless transmission band.
【０００４】本発明は前述の事情に鑑みてなされたもの
で、エンジンの無端伝動帯の張力を簡単な構造で的確に
制御することを目的とする。[0004] The present invention has been made in view of the above circumstances, and has as its object to accurately control the tension of an endless transmission band of an engine with a simple structure.
【０００５】[0005]
【課題を解決するための手段】請求項１に記載された発
明では、回転状態検出手段が従動軸又は従動輪の回転状
態を検出すると、制御手段は回転状態検出手段で検出し
た回転状態と標準回転状態との差に基づいて張力調整手
段の作動を制御する。前記回転状態の差は無端伝動帯の
静的張力と相関関係にあるため、静的張力を直接検出す
ることなく、その静的張力が所望の値になるように張力
調整手段の作動を制御することができる。According to the first aspect of the present invention, when the rotation state detecting means detects the rotation state of the driven shaft or the driven wheel, the control means compares the rotation state detected by the rotation state detection means with the standard value. The operation of the tension adjusting means is controlled based on the difference from the rotation state. Since the difference between the rotation states is correlated with the static tension of the endless transmission band, the operation of the tension adjusting means is controlled so that the static tension becomes a desired value without directly detecting the static tension. be able to.
【０００６】標準回転状態とは、従動軸又は従動輪が回
転変動の無い一定角速度で回転する状態を指し、予めマ
ップとして記憶しておいても良いし、回転状態検出手段
で検出した実際の回転状態を平均化して求めても良い。[0006] The standard rotation state refers to a state in which the driven shaft or driven wheel rotates at a constant angular velocity with no rotational fluctuation, and may be stored in advance as a map or may be the actual rotation detected by the rotation state detecting means. The state may be averaged and determined.
【０００７】[0007]
【発明の実施の形態】以下、本発明の実施の形態を、添
付図面に示した本発明の実施例に基づいて説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.
【０００８】図１〜図５は本発明の一実施例を示すもの
で、図１はタイミングベルトの張力調整装置を備えたエ
ンジンの全体構成図、図２は回転状態検出手段の出力波
形を示す図、図３は本発明の原理を説明する図、図４は
回転角振動変位量とベルトの静的張力との関係を示すグ
ラフ、図５はエンジン回転数と回転角振動変位量との関
係を示すグラフである。FIGS. 1 to 5 show an embodiment of the present invention. FIG. 1 is an overall configuration diagram of an engine provided with a tension adjusting device for a timing belt, and FIG. 2 shows an output waveform of a rotation state detecting means. FIGS. 3 and 3 illustrate the principle of the present invention. FIG. 4 is a graph showing the relationship between the rotational angular displacement and the belt static tension. FIG. 5 is the relationship between the engine speed and the rotational angular displacement. FIG.
【０００９】図１に示すように、４サイクル多気筒エン
ジンＥは、駆動軸としてのクランクシャフト１及び従動
軸としての２本のカムシャフト２ｉ，２ｏを備えてお
り、クランクシャフト１に設けた駆動輪としてのクラン
クプーリ３と両カムシャフト２ｉ，２ｏに設けた従動輪
としての２個のカムプーリ４ｉ，４ｏとに、無端伝動帯
としてのコグベルトよりなるタイミングベルト５が巻き
掛けられる。As shown in FIG. 1, a four-cycle multi-cylinder engine E includes a crankshaft 1 as a drive shaft and two camshafts 2i and 2o as driven shafts. A timing belt 5 composed of a cog belt as an endless transmission band is wound around a crank pulley 3 as a wheel and two cam pulleys 4i and 4o as driven wheels provided on both camshafts 2i and 2o.
【００１０】クランクシャフト１の回転方向は矢印Ｒで
示されており、クランクプーリ３と一方のカムプーリ４
ｏとを接続するタイミングベルト５の緩み側は、アイド
ルプーリ６及びテンショナー７のテンションプーリ８に
巻き掛けられる。テンショナー７は、アクチュエータ９
と、このアクチュエータ９により進退駆動されるロッド
１０と、このロッド１０の先端に設けた前記テンション
プーリ８とを備えており、アクチュエータ９を駆動して
ロッドを前進させるとタイミングベルト５の静的張力が
増加し、アクチュエータ９を駆動してロッドを後退させ
るとタイミングベルト５の静的張力が減少する。The direction of rotation of the crankshaft 1 is indicated by an arrow R, and includes a crank pulley 3 and one cam pulley 4.
The slack side of the timing belt 5 connecting to the idler pulley 6 is wound around the idle pulley 6 and the tension pulley 8 of the tensioner 7. The tensioner 7 includes an actuator 9
A rod 10 driven forward and backward by the actuator 9; and a tension pulley 8 provided at a tip of the rod 10. When the rod is moved forward by driving the actuator 9, the static tension of the timing belt 5 is increased. When the actuator 9 is driven to retract the rod, the static tension of the timing belt 5 decreases.
【００１１】前記一方のカムプーリ４ｏの外周には複数
個の磁性材製のパルサー突起１１…が設けられており、
このパルサー突起１１…に対向するように電磁ピックア
ップよりなる回転状態検出手段Ｓ1 が配置される。カム
プーリ４ｏが回転してパルサー突起１１…が回転状態検
出手段Ｓ1 のコイルの近傍を通過すると、磁束の変化に
より前記コイルにパルス電流が発生し、このパルス電流
のパルス間隔によりカムプーリ４ｏの回転状態、即ち回
転速度、回転位相、回転変動等を検出することができ
る。A plurality of pulsar projections 11 made of a magnetic material are provided on the outer periphery of the one cam pulley 4o.
Rotational state detecting means S 1 consisting of an electromagnetic pickup is disposed so as to face the pulser projections 11 .... When the cam pulley 4o rotates pulser protrusions 11 ... passes near the coil rotational state detecting means S 1, a pulse current is generated in the coil by the change in magnetic flux, the rotation state of the cam pulley 4o by a pulse interval of the pulse current That is, the rotation speed, rotation phase, rotation fluctuation, and the like can be detected.
【００１２】前記回転状態検出手段Ｓ1 とエンジン回転
数検出手段Ｓ2 とが電子制御ユニットＵに接続される。
エンジン回転数検出手段Ｓ2 で検出したエンジン回転数
が所定回転数（例えば，３０００ｒｐｍ）にあるとき、
電子制御ユニットＵは回転状態検出手段Ｓ1 の出力から
算出した回転角振動変位量に基づいてテンショナー７の
アクチュエータ９を駆動する。回転角振動変位量の定義
については後から説明する。The rotational state detecting means S 1 and the engine speed detecting means S 2 are connected to an electronic control unit U.
When the engine speed detected by the engine speed detecting means S 2 is in a predetermined rotational speed (e.g., 3000 rpm),
The electronic control unit U drives the actuator 9 of the tensioner 7 based on the rotational angular frequency displacement amount calculated from the output of the rotational state detecting means S 1. The definition of the rotational angular vibration displacement will be described later.
【００１３】ところで、タイミングベルト５はテンショ
ナー７により与えられる静的張力が不足すると寿命が短
くなり、また前記静的張力が過剰になると騒音が増加す
る特性があるため、タイミングベルト５の寿命延長及び
騒音防止を両立させるには、タイミングベルト５に与え
られる静的張力を所定範囲内に制御する必要がある。し
かしながら、エンジンＥの停止時にタイミングベルト５
の静的張力を適切な値に設定しても、エンジンＥの運転
時にはエンジンブロックの熱膨張によるクランクシャフ
ト１及びカムシャフト４ｉ，４ｏの軸間距離の変化や、
負荷によるタイミングベルト５の伸び等が発生するた
め、タイミングベルト５の静的張力が適切な値からずれ
てしまう。従って、エンジンＥの運転状態に応じてタイ
ミングベルト５の静的張力が適切な値になるようにテン
ショナー７の制御を行う必要がある。エンジンＥの運転
中に回転しているタイミングベルト５の静的張力を直接
検出することは難しいため、本発明ではタイミングベル
ト５の静的張力と相関関係にある回転角振動変位量に基
づいてテンショナー７の制御が行われる。By the way, the timing belt 5 has a characteristic that if the static tension given by the tensioner 7 is insufficient, the service life is shortened, and if the static tension is excessive, noise increases. To achieve both noise prevention, it is necessary to control the static tension applied to the timing belt 5 within a predetermined range. However, when the engine E is stopped, the timing belt 5
Even when the static tension of the engine E is set to an appropriate value, when the engine E is operating, a change in the center distance between the crankshaft 1 and the camshafts 4i and 4o due to thermal expansion of the engine block,
Since the timing belt 5 elongates due to the load, the static tension of the timing belt 5 deviates from an appropriate value. Therefore, it is necessary to control the tensioner 7 so that the static tension of the timing belt 5 has an appropriate value according to the operating state of the engine E. Since it is difficult to directly detect the static tension of the timing belt 5 rotating during the operation of the engine E, the present invention employs a tensioner based on the rotational angular vibration displacement that is correlated with the static tension of the timing belt 5. 7 is performed.
【００１４】図２の実線は、エンジン回転数検出手段Ｓ
2 で検出したエンジン回転数が３０００ｒｐｍの状態
で、カムプーリ４ｏが一定角速度で回転すると仮定した
場合に回転状態検出手段Ｓ1 が出力するパルス信号の波
形を示すものであって、電子制御ユニットＵに予めマッ
プとして記憶されている。実際はカムプーリ４ｏの回転
に伴ってカムがロッカーアームから受ける負荷が周期的
に変動するため、カムプーリ４ｏは一定角速度で回転す
ることはなく、回転状態検出手段Ｓ1 が実際に出力する
パルス信号の波形は破線で示すように位相が進んだり遅
れたりする。電子制御ユニットＵは、実線で示す標準パ
ルスと破線で示す実測パルスとの偏差のプラスマイナス
両振幅の絶対値を算出し、その最大値を前記回転角振動
変位量として算出する。The solid line in FIG.
In the detected engine speed is 3000rpm state 2, there is shown a waveform of a pulse signal rotation state detecting means S 1 is output if it is assumed that the cam pulley 4o is rotated at a constant angular velocity, the electronic control unit U It is stored in advance as a map. Since in practice the load cam receives from the rocker arm in accordance with the rotation of the cam pulley 4o varies periodically, the cam pulley 4o is not able to rotate at a constant angular velocity, the waveform of the pulse signal rotation state detecting means S 1 is actually output Indicates that the phase is advanced or delayed as shown by the broken line. The electronic control unit U calculates the absolute value of both the plus and minus amplitudes of the deviation between the standard pulse indicated by the solid line and the measured pulse indicated by the broken line, and calculates the maximum value as the rotational angular vibration displacement.
【００１５】ところで、図３（Ａ）に示すように、タイ
ミングベルト５の静的張力と動的張力とは反比例の関係
にある。即ち、テンショナー７でタイミングベルト５の
静的張力を増加させると、タイミングベルト５はカムプ
ーリ４ｏに対して遊びの少ない状態になるため、カムプ
ーリ４ｏの回転変動に伴って発生するタイミングベルト
５の動的張力が減少する。逆にタイミングベルト５の静
的張力を減少させると、動的張力が増加する。そして、
図３（Ｂ）に示すように、カムプーリ４ｏの回転変動に
伴って発生するタイミングベルト５の動的張力は、前記
回転角振動変位量に対して比例関係にあるため、図３
（Ｃ）に示すように、タイミングベルト５の静的張力は
回転角振動変位量に対して反比例の関係を持つことにな
る。従って、回転角振動変位量が所定の範囲に納まるよ
うにテンショナー７を制御すれば、タイミングベルト５
の静的張力を所定の範囲に納めて寿命延長及び騒音防止
を両立させることができる。By the way, as shown in FIG. 3A, the static tension and the dynamic tension of the timing belt 5 are inversely proportional. That is, when the static tension of the timing belt 5 is increased by the tensioner 7, the timing belt 5 becomes in a state where there is little play with respect to the cam pulley 4o. Tension decreases. Conversely, when the static tension of the timing belt 5 is reduced, the dynamic tension increases. And
As shown in FIG. 3B, the dynamic tension of the timing belt 5 generated with the rotation fluctuation of the cam pulley 4o is proportional to the rotation angular vibration displacement.
As shown in (C), the static tension of the timing belt 5 has an inversely proportional relationship with the amount of rotational angular vibration displacement. Therefore, if the tensioner 7 is controlled such that the rotational angular vibration displacement is within a predetermined range, the timing belt 5
By keeping the static tension within a predetermined range, it is possible to achieve both extension of life and prevention of noise.
【００１６】図４のグラフは前記図３（Ｃ）のグラフを
具体化したものであり、回転角振動変位量が０．５°以
下になったときにテンショナー７のアクチュエータ８を
後退させてタイミングベルト５の静的張力を減少させ、
回転角振動変位量が１．５°以上になったときにテンシ
ョナー７のアクチュエータ８を前進させてタイミングベ
ルト５の静的張力を増加させることにより、タイミング
ベルト５の静的張力を所望の範囲である２ｋｇｆ〜１３
ｋｇｆに制御することができる。The graph of FIG. 4 is a specific example of the graph of FIG. 3C. When the rotational angular vibration displacement becomes 0.5 ° or less, the actuator 8 of the tensioner 7 is retracted to adjust the timing. Reduce the static tension of the belt 5,
By increasing the static tension of the timing belt 5 by advancing the actuator 8 of the tensioner 7 when the rotational angular vibration displacement amount becomes 1.5 ° or more, the static tension of the timing belt 5 can be controlled within a desired range. Some 2kgf-13
kgf.
【００１７】尚、回転角振動変位量を算出する際に、エ
ンジン回転数が３０００ｒｐｍの状態を基準にする理由
は以下のとおりである。図５に示すようにエンジン回転
数が増加するに伴って回転角振動変位量も増加するが、
臨界回転数を越えると回転角振動変位量は減少する。こ
れは、エンジン回転数が増加して臨界回転数を越えると
タイミングベルト５の伸縮が動的張力の変化に追従しな
くなって、図３（Ｂ）の比例関係が成立しなくなるから
である。つまり、前記臨界回転数よりも低いエンジン回
転数で回転角振動変位量を算出しないと、図３（Ｃ）の
関係も成立しなくなる。The reason for calculating the rotational angular vibration displacement based on the state where the engine speed is 3000 rpm is as follows. As shown in FIG. 5, the rotational angular vibration displacement increases as the engine speed increases.
When the rotation speed exceeds the critical rotation speed, the rotational angular displacement decreases. This is because when the engine speed increases and exceeds the critical speed, the expansion and contraction of the timing belt 5 does not follow the change in the dynamic tension, and the proportional relationship in FIG. That is, unless the rotation angular vibration displacement amount is calculated at an engine rotation speed lower than the critical rotation speed, the relationship in FIG.
【００１８】臨界回転数は、クランクシャフト１及びカ
ムシャフト４ｉ，４ｏの軸間距離に応じて変化し、この
軸間距離が一般的な３００ｍｍのときに臨界回転数は略
４０００ｒｐｍになる。このために、臨界回転数である
４０００ｒｐｍ以下のエンジン回転数（例えば、３００
０ｒｐｍ）において回転角振動変位量を算出することに
より、テンショナー７の的確な制御が可能となる。The critical rotation speed changes in accordance with the distance between the shafts of the crankshaft 1 and the camshafts 4i and 4o. When the distance between the shafts is 300 mm in general, the critical rotation speed becomes approximately 4000 rpm. For this purpose, the engine speed (e.g., 300 rpm or less) that is equal to or less than the critical speed of 4000 rpm.
By calculating the rotational angular vibration displacement amount at 0 rpm), accurate control of the tensioner 7 becomes possible.
【００１９】上述したように、実質的に回転状態検出手
段Ｓ1 の出力信号だけに基づいてタイミングベルト５の
静的張力を適切に制御することができるので、テンショ
ナー７の制御系の構造及びソフトウエアを何れも簡素化
してコストを削減することができる。[0019] As described above, it is possible to properly control the static tension of the timing belt 5 based on only the output signal of the substantially rotational state detecting means S 1, the structure and software of the control system of the tensioner 7 The cost can be reduced by simplifying any of the wears.
【００２０】以上、本発明の実施例を詳述したが、本発
明はその要旨を逸脱しない範囲で種々の設計変更を行う
ことが可能である。Although the embodiments of the present invention have been described in detail above, various design changes can be made in the present invention without departing from the gist thereof.
【００２１】例えば、実施例では標準パルスの波形を予
めマップとして記憶しているが、エンジン回転数が臨界
回転数以下の例えば３０００ｒｐｍになったときに、所
定時間に亘って回転状態検出手段Ｓ1 の出力信号をサン
プリングし、そのパルス間隔を平均化したものを標準パ
ルスとして実測パルスと比較することにより、回転角振
動変位量を算出しても良い。また実施例では回転状態検
出手段Ｓ1 でカムプーリ４ｏの回転状態を検出している
が、カムプーリ４ｏと一体のカムシャフト２ｏの回転状
態を検出しても良い。また無端伝動帯はタイミングベル
ト５に限定されず、タイミングチェーンであっても良
い。For example, in the embodiment, the waveform of the standard pulse is stored in advance as a map. However, when the engine speed becomes equal to or lower than the critical speed, for example, 3,000 rpm, the rotation state detecting means S 1 for a predetermined time. May be calculated by sampling the output signal of (1) and averaging the pulse interval as a standard pulse and comparing it with the actually measured pulse. Although in the embodiment detects the rotation state of the cam pulley 4o in rotational state detecting means S 1, it may detect the rotational state of the cam pulley 4o integral with the camshaft 2o. The endless drive belt is not limited to the timing belt 5, but may be a timing chain.
【００２２】[0022]
【発明の効果】以上のように請求項１に記載された発明
によれば、従動軸又は従動輪の回転状態を検出する回転
状態検出手段を設け、制御手段は、回転状態検出手段で
検出した回転状態と標準回転状態との差に基づいて張力
調整手段の作動を制御するので、無端伝動帯の張力を直
接検出することなく、最小個数の回転状態検出手段を設
けるだけで、無端伝動帯の張力を的確に制御することが
できる。As described above, according to the first aspect of the present invention, the rotational state detecting means for detecting the rotational state of the driven shaft or the driven wheel is provided, and the control means detects the rotational state by the rotational state detecting means. Since the operation of the tension adjusting means is controlled based on the difference between the rotation state and the standard rotation state, the minimum number of rotation state detection means is provided without directly detecting the tension of the endless transmission band. Tension can be controlled accurately.
【図１】タイミングベルトの張力調整装置を備えたエン
ジンの全体構成図FIG. 1 is an overall configuration diagram of an engine including a timing belt tension adjusting device.
【図２】回転状態検出手段の出力波形を示す図FIG. 2 is a diagram showing an output waveform of a rotation state detection unit.
【図３】本発明の原理を説明する図FIG. 3 illustrates the principle of the present invention.
【図４】回転角振動変位量とベルトの静的張力との関係
を示すグラフFIG. 4 is a graph showing a relationship between a rotational angular vibration displacement amount and a static tension of a belt.
【図５】エンジン回転数と回転角振動変位量との関係を
示すグラフFIG. 5 is a graph showing a relationship between an engine speed and a rotational angular vibration displacement amount.
１ クランクシャフト（駆動軸） ２ｏ カムシャフト（従動軸） ３ タイミングプーリ（駆動輪） ４ｏ カムプーリ（従動輪） ５ タイミングベルト（無端伝動帯） ７ テンショナー（張力調整手段） Ｅ エンジン Ｓ1 回転状態検出手段 Ｕ 制御手段Reference Signs List 1 crankshaft (drive shaft) 2o camshaft (driven shaft) 3 timing pulley (drive wheel) 4o cam pulley (driven wheel) 5 timing belt (endless transmission band) 7 tensioner (tension adjusting means) E engine S 1 rotation state detecting means U control means
Claims (1)
駆動輪（３）と、 エンジン（Ｅ）の従動軸（２ｏ）に設けた従動輪（４
ｏ）と、 駆動輪（３）及び従動輪（４ｏ）に巻き掛けた無端伝動
帯（５）と、 無端伝動帯（５）の張力を調整する張力調整手段（７）
と、 張力調整手段（７）の作動を制御する制御手段（Ｕ）
と、を備えたエンジンにおける無端伝動帯の張力調整装
置において、 従動軸（２ｏ）又は従動輪（４ｏ）の回転状態を検出す
る回転状態検出手段（Ｓ1 ）を設け、前記制御手段
（Ｕ）は、回転状態検出手段（Ｓ1 ）で検出した回転状
態と標準回転状態との差に基づいて張力調整手段（７）
の作動を制御することを特徴とするエンジンにおける無
端伝動帯の張力調整装置。A drive wheel (3) provided on a drive shaft (1) of an engine (E) and a driven wheel (4) provided on a driven shaft (2o) of the engine (E).
o), an endless drive band (5) wound around the drive wheel (3) and the driven wheel (4o), and tension adjusting means (7) for adjusting the tension of the endless drive band (5).
And control means (U) for controlling the operation of the tension adjusting means (7).
And a rotational state detecting means (S 1 ) for detecting a rotational state of a driven shaft (2o) or a driven wheel (4o), wherein the control means (U) Is a tension adjusting means (7) based on a difference between the rotation state detected by the rotation state detection means (S 1 ) and the standard rotation state.
A tension adjusting device for an endless power transmission band in an engine, wherein the tension adjusting device controls the operation of the engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7952497A JPH10274052A (en) | 1997-03-31 | 1997-03-31 | Tension adjusting device for endless transmission belt in engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7952497A JPH10274052A (en) | 1997-03-31 | 1997-03-31 | Tension adjusting device for endless transmission belt in engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH10274052A true JPH10274052A (en) | 1998-10-13 |
Family
ID=13692383
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7952497A Pending JPH10274052A (en) | 1997-03-31 | 1997-03-31 | Tension adjusting device for endless transmission belt in engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH10274052A (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2000314324A (en) * | 1999-04-29 | 2000-11-14 | Joh Winklhofer & Soehne Gmbh & Co Kg | Method for applying preload to circulating drive element |
| JP2003042838A (en) * | 2001-07-31 | 2003-02-13 | Mitsuboshi Belting Ltd | Method for measuring vibration in auto tensioner |
| US6572501B2 (en) | 1999-04-29 | 2003-06-03 | Gerhard Winklhofer | Method and device for reducing vibrations of a control chain in a camshaft drive of an internal combustion engine |
| US7044875B2 (en) | 2001-11-27 | 2006-05-16 | Litens Automotive | Synchronous drive apparatus and methods |
| US7125356B2 (en) | 2001-11-06 | 2006-10-24 | Borgwarner Inc. | Tension-reducing random sprocket |
| WO2007033879A1 (en) * | 2005-09-21 | 2007-03-29 | Schaeffler Kg | Traction mechanism drive for an internal combustion engine |
| KR100986514B1 (en) | 2004-12-08 | 2010-10-07 | 현대자동차주식회사 | Aapparatus of adjusting belt tension for vehicle |
| US8430775B2 (en) | 2007-09-28 | 2013-04-30 | Borgwarner Inc. | Multiple tension reducing sprockets in a chain and sprocket system |
| JP2014137033A (en) * | 2013-01-18 | 2014-07-28 | Toyota Motor Corp | Pressing force adjusting device of endless transmission belt |
| CN105889434A (en) * | 2016-05-17 | 2016-08-24 | 广西桂冠开投电力有限责任公司 | Stabilizing mechanism with transmission function |
| US10907721B2 (en) | 2015-12-09 | 2021-02-02 | Borgwarner Inc. | Non-prevalent order random sprocket |
-
1997
- 1997-03-31 JP JP7952497A patent/JPH10274052A/en active Pending
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2000314324A (en) * | 1999-04-29 | 2000-11-14 | Joh Winklhofer & Soehne Gmbh & Co Kg | Method for applying preload to circulating drive element |
| US6572501B2 (en) | 1999-04-29 | 2003-06-03 | Gerhard Winklhofer | Method and device for reducing vibrations of a control chain in a camshaft drive of an internal combustion engine |
| JP2003042838A (en) * | 2001-07-31 | 2003-02-13 | Mitsuboshi Belting Ltd | Method for measuring vibration in auto tensioner |
| US7654925B2 (en) | 2001-11-06 | 2010-02-02 | Borgwarner Inc. | Tension-reducing random sprocket |
| US7125356B2 (en) | 2001-11-06 | 2006-10-24 | Borgwarner Inc. | Tension-reducing random sprocket |
| US7232391B2 (en) | 2001-11-27 | 2007-06-19 | Litens Automotive | Synchronous drive apparatus and methods |
| US7044875B2 (en) | 2001-11-27 | 2006-05-16 | Litens Automotive | Synchronous drive apparatus and methods |
| US7720650B2 (en) | 2001-11-27 | 2010-05-18 | Litens Automotive | Synchronous drive apparatus and methods |
| US8303444B2 (en) | 2001-11-27 | 2012-11-06 | Litens Automotive Partnership | Synchronous drive apparatus and methods |
| KR100986514B1 (en) | 2004-12-08 | 2010-10-07 | 현대자동차주식회사 | Aapparatus of adjusting belt tension for vehicle |
| WO2007033879A1 (en) * | 2005-09-21 | 2007-03-29 | Schaeffler Kg | Traction mechanism drive for an internal combustion engine |
| US8430775B2 (en) | 2007-09-28 | 2013-04-30 | Borgwarner Inc. | Multiple tension reducing sprockets in a chain and sprocket system |
| JP2014137033A (en) * | 2013-01-18 | 2014-07-28 | Toyota Motor Corp | Pressing force adjusting device of endless transmission belt |
| US10907721B2 (en) | 2015-12-09 | 2021-02-02 | Borgwarner Inc. | Non-prevalent order random sprocket |
| CN105889434A (en) * | 2016-05-17 | 2016-08-24 | 广西桂冠开投电力有限责任公司 | Stabilizing mechanism with transmission function |
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