KR101694028B1 - Method for controlling belt tensioner of vehicles - Google Patents

Method for controlling belt tensioner of vehicles Download PDF

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Publication number
KR101694028B1
KR101694028B1 KR1020150095977A KR20150095977A KR101694028B1 KR 101694028 B1 KR101694028 B1 KR 101694028B1 KR 1020150095977 A KR1020150095977 A KR 1020150095977A KR 20150095977 A KR20150095977 A KR 20150095977A KR 101694028 B1 KR101694028 B1 KR 101694028B1
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KR
South Korea
Prior art keywords
crankshaft
rotation
hsg
belt
slip
Prior art date
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KR1020150095977A
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Korean (ko)
Inventor
최금림
Original Assignee
현대자동차주식회사
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Priority to KR1020150095977A priority Critical patent/KR101694028B1/en
Application granted granted Critical
Publication of KR101694028B1 publication Critical patent/KR101694028B1/en

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    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
    • F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
    • F02B67/06—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members

Abstract

The present invention relates to a method for controlling a belt tensioner of a vehicle to improve engine driving efficiency by increasing responsibility with respect to belt slip determination. To this end, according to the present invention, the method for controlling a belt tensioner of a vehicle comprises: an input step of receiving a change amount of a rotation angle of a crankshaft and another change amount of another rotation angle of HSG; and a tension control step of controlling tension of a belt in a normal range by determining that a belt is in a slip condition when difference between the change amount of the rotation angle of the crankshaft and the change amount of the rotation angle of the HSG is more than a reference change amount.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a belt tensioner,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a belt tensioner control technique, and more particularly, to a vehicle belt tensioner control method that improves responsiveness to belt slip judgment and improves engine driving efficiency.

A belt tensioner is usually used in order to keep the tension of the belt appropriately by driving the pulley of the pulley mounted around the crankshaft and the engine driven by one belt.

On the other hand, in the case of a hybrid vehicle, a hybrid starter and generator (HSG) that simultaneously performs startup and power generation can be applied. In this case, a device for adjusting the tension of the belt is used to reduce engine drag due to the HSG belt tension have.

In the case of such a belt tensioner, the tension is adjusted in accordance with the torque of the HSG. In order to prevent the slip of the belt from occurring, it is advantageous to reduce the tension as much as possible to improve the engine driving efficiency.

However, in the case of the conventional belt tensioner, the belt slip is judged by using the difference between the engine speed and the HSG speed, but this is because the difference between the engine speed and the HSG speed is large There is a problem that the slip of the belt can be judged only if a large amount of slip occurs.

It should be understood that the foregoing description of the background art is merely for the purpose of promoting an understanding of the background of the present invention and is not to be construed as an admission that the prior art is known to those skilled in the art.

KR 10-2012-0079904 A

SUMMARY OF THE INVENTION The present invention has been made in order to solve the conventional problems as described above, and it is an object of the present invention to provide a method of controlling a belt tensioner for a vehicle which improves the responsiveness to belt slip judgment and improves the engine driving efficiency.

According to an aspect of the present invention, there is provided a method of controlling an internal combustion engine, the method comprising: inputting a rotation angle change amount of a crankshaft and a rotation angle change amount of an HSG; And a tension adjusting step of adjusting the tension of the belt to a normal range by determining the slip condition of the belt when the difference between the rotational angle change amount of the crankshaft and the rotational angle change amount of the HSG exceeds the reference change amount.

And a rotation determining step of determining a rotation state of the crankshaft before the inputting step. When the crankshaft is determined to be rotated, the inputting step receives angular velocities of the crankshaft and the HSG respectively; In the tension adjusting step, when the difference between the angular velocity of the crankshaft and the angular velocity of the HSG exceeds the reference angular velocity, it can be determined that the belt is in a slip state.

And a slip reference value storing step of receiving and storing a slip reference value outputted in reflection of the rotation state of the HSG when the slip state of the belt is judged as the slip state of the belt, And an HSG slip determining step of determining whether the rotation value satisfies the slip reference value.

And a rotation determining step of determining a rotation state of the crankshaft before the inputting step. When it is determined that the crankshaft is stopped, the inputting step uses the target wheel for measuring the rotation angle of the crankshaft, , And the stop angle of HSG; In the tension adjusting step, when the difference between the stop angle of the crankshaft and the stop angle of the HSG exceeds a reference angle, it can be determined that the belt is in a slip state.

The input step may include: a rotation information storing step of inputting and storing crankshaft rotation information and HSG rotation information until the crankshaft is completely stopped, when it is determined that the crankshaft is to be stopped; A rotation direction determination step of determining the forward and backward rotation angles of the crankshaft using the crankshaft rotation information and the HSG rotation information; And a stop angle calculating step of calculating a stop angle of the crankshaft by compensating the backward turning angle of the crankshaft in the backward turning angle.

According to the present invention, the slip of the belt is judged by the difference of the rotational displacement of the crankshaft and the HSG, so that the response to the judgment of the belt slip is improved and the slip of the belt can be judged more quickly And the loss of the engine rotation friction is reduced by the time when the belt tension adjustment is advanced, thereby improving the fuel consumption.

1 is a view for explaining a control flow of a vehicle belt tensioner control method according to the present invention;
2 is a view conceptually showing the arrangement structure of a vehicle belt tensioner, a crankshaft and an HSG according to the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

The method for controlling a belt tensioner for a vehicle according to the present invention may include an input step (S20) and a tension adjusting step (S30).

Referring to FIGS. 1 and 2, in detail, in an input step S20, a rotation angle change amount of the crankshaft 1 and a rotation angle change amount of the HSG 3 can be inputted.

When the difference between the rotation angle change amount of the crankshaft 1 and the rotation angle change amount of the HSG 3 exceeds the reference change amount, the belt is judged to be in the slip state and the tension of the belt is adjusted to the normal range Can be adjusted.

For example, the tension of the belt can be adjusted by the belt tensioner 5. In this case, the normal range is the range of the tension of the belt which causes the drive efficiency of the engine to be highest within a range in which the belt does not slip, This can vary depending on the engine.

According to the above-described structure, the slip occurrence of the belt is judged by the difference in rotational angle between the crankshaft 1 and the HSG 3, so that the response to the judgment of the belt slip is improved, The slip can be judged, and the loss of the engine rotation friction is reduced by the time when the belt tension adjustment is advanced, thereby improving the fuel economy.

On the other hand, when the engine is driven, an error occurs due to communication delay or the like, so that the method of determining the slip of the belt can be changed depending on whether the engine is rotating or not.

To this end, it may further comprise a rotation determining step (S10) for determining the rotation state of the crankshaft 1 before the inputting step S20.

First, when it is determined that the crankshaft 1 is rotating through the determination step S10, the angular velocities of the crankshaft 1 and the HSG 3 may be input in the input step S20.

In the tension control step S30, when the difference between the angular velocity of the crankshaft 1 and the angular velocity of the HSG 3 exceeds the reference angular velocity, it can be determined that the belt is in a slip state.

For example, the angular velocity of the crankshaft 1 can be input to the engine controller, and the angular velocity of the HSG 3 can be input to the HSG controller, where the engine controller and the HSG controller communicate with each other at regular intervals.

At this time, when the engine controller and the HSG controller communicate with each other at a cycle of 10 ms, for example, a plurality of angular velocities of the crankshaft 1 and the HSG 3 can be transmitted and compared at the time of one rotation of the crankshaft 1, It is possible to more quickly and precisely analyze the difference in rotation angle between the crankshaft 1 and the HSG 3.

Therefore, compared with the conventional method of determining the slip of the belt by using the difference in the number of revolutions of the crankshaft 1 and the HSG 3, the response to the determination of the belt slip is greatly improved, It will be done.

In addition, the tension adjusting step S30 may further include a slip reference value storing step S31 for receiving and storing a slip reference value that reflects the rotation state of the HSG 3 when the slip state of the belt is determined, have. At this time, the slip reference value may be the number of revolutions and torque of the HSG 3.

The HSG slip determination step S40 may further include determining whether the rotation value input from the HSG 3 satisfies the slip reference value after the tension adjustment step S30. At this time, the rotation value inputted from the HSG 3 may also be the number of revolutions and torque of the HSG 3.

For example, when the torque of the HSG 3 is smaller than the torque stored as the slip reference value and the number of revolutions of the HSG 3 is larger than the stored number of revolutions as the slip reference value, it is judged that the belt tension is loosened and the belt slips The tension of the belt tensioner 5 is increased, and the tension of the belt is adjusted to the normal range.

If it is determined in step S10 that the crankshaft 1 is stopped, the inputting step S20 may be performed by using a target wheel for measuring the rotation angle of the crankshaft 1, 1) and the stop angle of the HSG 3, respectively.

For example, in order to measure the rotation angle of the crankshaft 1, two tooth profiles out of 60 teeth can be removed and a target wheel having 58 teeth can be mounted on the crankshaft 1, The absolute position angle and the rotation angle of the shaft 1 can be measured.

Further, the HSG 3 can accurately determine the normal and rotational directions of rotation of the rotor and the rotational position using the resolver, and can measure the rotational angle.

In the tension adjustment step S30, when the difference between the stop angle of the crankshaft 1 and the stop angle of the HSG 3 exceeds the reference angle, it can be determined that the belt is in a slip state.

That is, in the state where the engine is stopped, the stop angle of the crankshaft 1 is compared with the stop angle of the HSG 3 to judge whether or not the belt slips, thereby further improving the accuracy of the belt slip judgment.

However, when the engine is stopped, the engine can be reversely rotated due to various frictional forces generated in the engine and compressed air inside the cylinder. In this case, since the engine controller determines only the number of teeth of the target wheel, it is impossible to determine whether the engine is in the forward rotation or the reverse rotation. Lt; / RTI >

To this end, the input step S20 may further include a rotation information storage step S21, a rotation direction determination step S22, and a stop angle calculation step S23.

First, in the rotation information storage step S21, when it is determined that the crankshaft 1 is to be stopped, rotation information of the crankshaft 1 from the stop prediction determination point to the time when the crankshaft 1 is completely stopped, 3) Rotation information can be input and saved.

At this time, when the number of revolutions of the engine is equal to or less than the predetermined number of revolutions, it can be judged that the crankshaft 1 will stop.

The rotation information of the crankshaft 1 may be an absolute value of the rotation angle of the crankshaft 1 using the tooth form of the target wheel (crankshaft rotation amount), and the rotation information of the HSG 3 may be information The direction of normal rotation of the HSG 3, and the rotation angle of the HSG 3.

In the rotation direction determination step S22, the forward and backward rotation angles of the crankshaft 1 can be determined using the rotation information of the crankshaft 1 and the rotation information of the HSG 3.

For example, the forward rotation angle and the reverse rotation angle of the crankshaft 1 are added together to secure the absolute value of the rotation angle of the crankshaft 1, and when the crankshaft 1 rotates in the reverse direction, The forward rotation angle and the backward rotation angle of the crankshaft 1 can be distinguished from the absolute value of the rotation angle of the crankshaft 1 by reflecting the reverse rotation angle of the HSG 3.

In the stop angle calculation step S23, the stop angle of the crankshaft 1 can be calculated by compensating the forward rotation angle of the crankshaft 1 for the reverse rotation angle.

For example, the stop angle of the crankshaft 1 can be calculated by subtracting the backward rotation angle of the crankshaft 1 from the normal rotation angle of the crankshaft 1.

Hereinafter, the control flow of the belt tensioner 5 of the present invention will be described with reference to FIG.

First, it is determined whether the engine is running (S10).

The angular velocity of the crankshaft 1 is compared with the angular velocity of the HSG 3 when the angular speed difference is equal to or greater than the reference angular velocity at step S30. That is, in order to prevent the slip-off determination due to the fine slip of the belt or an error according to the communication period described above, it can be judged that the belt is slip when the difference in angular velocity is equal to or more than a certain value.

When it is determined that the belt is slip, the rotation number and torque information of the HSG 3 at the time of judgment are stored in the controller, and the tension of the belt tensioner 5 is increased to adjust the tension of the belt (S31).

The stored HSG 3 rotational speed and torque information can be used as a judgment condition for increasing the tension of the belt tensioner 5 when the HSG 3 is operated at the same rotational speed and torque at a later time (S40).

On the other hand, when it is determined that the engine is stopped, a certain amount of the rotation amount of the crankshaft 1 and the rotation amount of the HSG 3 are stored before the engine stops. In order to make the slip judgment when the engine is stopped, the target wheel information before the engine stop and the motor rotor information of the HSG 3 are stored. After the engine stops, the two pieces of information are compared to determine the stop angle of the crankshaft 1 .

The rotation angle of the engine can be confirmed by the tooth profile of the target wheel.

That is, since the crankshaft 1 passes through two vacant spaces out of the 58 teeth and the two empty spaces, the crankshaft 1 is rotated once. Can be known. At this time, after the crankshaft 1 makes one revolution, the stored number of teeth is reset to prevent the data from increasing indefinitely, and this can be continued until the engine is stopped.

The rotation angle of the HSG 3 can be known by memorizing the forward / backward information and the angle data determined by the resolver. At this time, the data of the HSG 3 is data from the time when the HSG 3 senses the reverse rotation to when the engine is to be stopped (below a certain engine speed, for example, 100 RPM or less) / RTI >

When the engine stops and the crankshaft 1 does not rotate, the engine and the stop angle of the HSG 3 are compared. However, the amount of rotation of the engine is information having only the absolute value of the rotated distance without the forward / reverse information.

For example, if the engine rotates 60 degrees in the forward direction and 30 degrees in the reverse direction through the two empty spaces of the target wheel before stopping the engine and the engine has stopped, one tooth shape in the target wheel means 6 degrees, 10 teeth in the reverse direction, 5 teeth in the reverse direction and 15 teeth in total (S21). However, since there is no forward / reverse information in the target wheel, the stop angle of the crankshaft 1 can not be known.

Therefore, the forward / reverse rotation is determined using the total amount of reverse rotation secured by the HSG 3 and the 15 recognized tooth counts of the crankshaft 1.

That is, supposing that the reverse rotation is 30 degrees in the above example, the engine controller transmits 15 teeth number to the HSG controller, and the HSG controller receives this information and stores the 15 tooth number information corresponding to 30 degrees It is possible to determine that the tooth profile of the crankshaft 1 has been reversed (S22), and finally the stop angle of the crankshaft 1 can be determined to be 30 (S23).

The determined stopping angle of the crankshaft 1 and the stopping angle of the HSG are input and compared (S20). If the stopping angle difference is equal to or greater than the reference angle, it is determined to be the slip. In other words, in order to prevent slipperformance judgment due to micro-slip of the belt or the like, it can be judged that the belt is slipping when the difference of the stopping angle is a certain value or more.

When the slip is judged, the tension of the belt tensioner 5 is increased in the HSG full operation region to adjust the tension of the belt. That is, the slip judgment at the time of engine stop is more accurate than at the time of engine rotation, but it is appropriate to increase the tension in the entire operating range of the HSG because slippage occurs in any HSG operation period during rotation and the slip occurs at the time of engine stop.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is clearly understood that the same is by way of illustration and example only and is not to be construed as limited to the specific embodiments set forth herein; rather, .

S10: Turn determination step S20: Input step
S30: tension adjusting step S40: HSG slip judging step

Claims (5)

An input step of receiving a rotation angle change amount of the crankshaft and a rotation angle change amount of the HSG;
And a tension adjusting step of adjusting the tension of the belt to a normal range by judging that the belt is in a slip state when a difference between a rotation angle change amount of the crankshaft and a rotation angle change amount of the HSG exceeds a reference change amount,
And a rotation determining step of determining a rotation state of the crankshaft before the input step,
When it is determined that the crankshaft is stopped, the inputting step receives the stop angle of the crankshaft and the stop angle of the HSG using the target wheel for measuring the rotation angle of the crankshaft, respectively;
Wherein when the difference between the stop angle of the crankshaft and the stop angle of the HSG exceeds a reference angle, the belt tensioner control method determines that the belt is in a slip condition. The method according to claim 1,
And a rotation determining step of determining a rotation state of the crankshaft before the input step,
When it is determined that the crankshaft rotates, the input step receives the angular speeds of the crankshaft and the HSG respectively;
Wherein when the difference between the angular velocity of the crankshaft and the angular velocity of the HSG exceeds a reference angular velocity, the belt tensioner control method determines that the belt is in a slip condition. The method of claim 2,
And a slip reference value storing step of receiving and storing a slip reference value outputted in reflection of the rotation state of the HSG when the slip state of the belt is determined,
Further comprising: an HSG slip determining step of determining whether the rotation value input from the HSG satisfies a slip reference value after the tension adjusting step. delete The method according to claim 1,
Wherein the input step comprises:
A rotation information storing step of inputting and storing the crankshaft rotation information and the HSG rotation information until the crankshaft is completely stopped when it is determined that the crankshaft is to be stopped;
A rotation direction determination step of determining the forward and backward rotation angles of the crankshaft using the crankshaft rotation information and the HSG rotation information;
And a stop angle calculating step of calculating a stop angle of the crankshaft by compensating a reverse rotation angle of the forward rotation angle of the crankshaft.
KR1020150095977A 2015-07-06 2015-07-06 Method for controlling belt tensioner of vehicles KR101694028B1 (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20200065356A (en) 2018-11-30 2020-06-09 현대자동차주식회사 Apparatus and method for controlling tension of a belt of an air conditioner compressor

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08246893A (en) * 1995-03-08 1996-09-24 Bando Chem Ind Ltd Belt transmission device of auxiliary machine for engine
JP2003314638A (en) * 2002-04-18 2003-11-06 Honda Motor Co Ltd Auto-tensioner device for engine
KR20120079904A (en) 2011-01-06 2012-07-16 현대자동차주식회사 Belt system of hybrid vehicle
KR20130022741A (en) * 2011-08-26 2013-03-07 현대자동차주식회사 Belt tension force control method according to belt slip of belt-driven isg vehicle
KR20130060630A (en) * 2011-11-30 2013-06-10 현대자동차주식회사 Engine start stabilization method in hybrid power system

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08246893A (en) * 1995-03-08 1996-09-24 Bando Chem Ind Ltd Belt transmission device of auxiliary machine for engine
JP2003314638A (en) * 2002-04-18 2003-11-06 Honda Motor Co Ltd Auto-tensioner device for engine
KR20120079904A (en) 2011-01-06 2012-07-16 현대자동차주식회사 Belt system of hybrid vehicle
KR20130022741A (en) * 2011-08-26 2013-03-07 현대자동차주식회사 Belt tension force control method according to belt slip of belt-driven isg vehicle
KR20130060630A (en) * 2011-11-30 2013-06-10 현대자동차주식회사 Engine start stabilization method in hybrid power system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20200065356A (en) 2018-11-30 2020-06-09 현대자동차주식회사 Apparatus and method for controlling tension of a belt of an air conditioner compressor

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