JP2019039529A - Tension control device and tension control method - Google Patents

Abstract

To provide a tension control device and a tension control method that can positively deal with the sag or vibration of a belt.SOLUTION: A tension control device 80 has first, second hydraulic cylinders 60A, 60B that press a belt 43, a torque calculation unit 50a that determines the torque of an MG 4, and a control unit 50b that controls the first, second hydraulic cylinders 60A, 60B on the basis of the torque determined by the torque calculation unit 50a.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a tension adjusting device and a tension adjusting method.

  In Patent Document 1, a crank pulley attached to a crankshaft of an engine, an accessory driving pulley connected to the crank pulley via a belt and rotating the accessory by the rotational force of the crank pulley, and an intermediate part of the belt A wound tension pulley, and an auto tensioner that adjusts the belt tension by changing the rotational center position of the tension pulley by moving the actuator, and the moving end of the actuator is connected to the tension pulley via a connecting arm. An engine belt tension adjuster is described.

JP 2005-220945 A

  In the apparatus described in Patent Document 1, when the crank pulley and the accessory drive pulley rotate, the belt on the side where the tension between the crank pulley and the accessory drive pulley is not acting is loosened, and thus vibrates. The belt may come off the pulley. For this reason, in Patent Document 1, the belt tension is adjusted by the belt tension adjusting device. However, since the belt tension adjusting device described in Patent Document 1 merely urges the slack of the belt by the spring force of the spring of the auto tensioner, it actively copes with the slack and vibration of the belt. It was difficult.

  The present invention has been made in view of such a technical problem, and an object of the present invention is to provide a tension adjusting device and a tension adjusting method capable of actively dealing with belt slack and vibration.

  According to an aspect of the present invention, there is provided a tension adjusting device that adjusts the tension of a belt wound around a first pulley that is rotationally driven by a first driving source and a second pulley that is rotationally driven by a second driving source. An actuator to be pressed, a torque calculation unit that calculates torque of the second drive source, and a control unit that controls the actuator based on the torque calculated by the torque calculation unit.

  According to another aspect of the present invention, there is provided a tension adjusting method for adjusting a tension of a belt wound around a first pulley rotated by a first drive source and a second pulley rotated by a second drive source. And a step of determining the torque of the two drive sources and a step of controlling the actuator based on the determined torque.

  According to these aspects, it is possible to actively cope with belt slack and vibration.

1 is a configuration diagram of a hybrid vehicle according to an embodiment of the present invention. It is a lineblock diagram of a tension adjustment device concerning an embodiment of the present invention. It is a map which shows the rotational speed and torque relationship of the motor which concern on embodiment of this invention. It is a map which shows the relationship between the motor rotational speed which concerns on embodiment of this invention, a motor torque, motor drive, and motor regeneration. It is a flowchart of the control which the integrated controller which concerns on embodiment of this invention performs. It is a flowchart of the modification which concerns on embodiment of this invention. It is a flowchart of another modification which concerns on embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is an overall configuration diagram of the hybrid vehicle 100. A hybrid vehicle 100 (hereinafter also simply referred to as “vehicle 100”) includes an engine 1, a torque converter 2, an automatic transmission 3, a motor generator (hereinafter referred to as MG) 4, an oil pump 5, and a drive. The wheel 8, the inverter 9, the high-power battery 10, the DC12V battery 11, the DC-DC converter 14, the starter motor 15, the BSG (BELT STARTER GENERATOR) motor 16, and the integrated controller 50 as a control device Prepare.

  The engine 1 is an internal combustion engine that uses gasoline, light oil, or the like as fuel, and functions as a driving source for traveling. The engine 1 is controlled in rotational speed, torque, and the like based on a command from the integrated controller 50.

  The torque converter 2 is provided on a power transmission path between the engine 1 and the automatic transmission 3. The torque converter 2 transmits power through the fluid. Further, the torque converter 2 can increase the power transmission efficiency of the driving force from the engine 1 by fastening the lock-up clutch 2a.

  The automatic transmission 3 includes a fastening element 6, a continuously variable transmission (hereinafter referred to as CVT) 7 as a transmission mechanism, a hydraulic control valve unit 20, and an oil pan 30 that stores hydraulic oil.

  Fastening element 6 is arranged on a power transmission path between torque converter 2 and CVT 7. The fastening element 6 is controlled by the oil regulated by the hydraulic control valve unit 20 based on the command from the integrated controller 50 with the discharge pressure of the oil pump 5 as the original pressure. As the fastening element 6, for example, a normally open wet multi-plate clutch is used. The fastening element 6 may be constituted by a forward clutch and a reverse brake (not shown).

  The CVT 7 is disposed on the power transmission path between the fastening element 6 and the drive wheel 8 and changes the speed ratio steplessly according to the vehicle speed, the accelerator opening, and the like. The CVT 7 includes a primary pulley 71, a secondary pulley 72, and a belt 73 wound around both pulleys 71 and 72. By changing the pulley contact radius of the belt 73 by moving the movable pulley of the primary pulley 71 and the movable pulley of the secondary pulley 72 in the axial direction by the pulley pressure, the gear ratio is changed steplessly. The pulley pressure acting on the primary pulley 71 (hereinafter referred to as “PRI pressure”) and the pulley pressure acting on the secondary pulley 72 (hereinafter referred to as “SEC pressure”) are the discharge pressure from the oil pump 5. Is adjusted by the hydraulic control valve unit 20 with the original pressure as.

  The differential 12 is connected to the output shaft of the secondary pulley 72 of the CVT 7 via a final reduction gear mechanism (not shown). Drive wheels 8 are connected to the differential 12 via a drive shaft 13.

  The MG 4 is disposed so that power can be transmitted to the rotation shaft 71 a of the primary pulley 71. Specifically, the rotation of the primary pulley 71 and the rotation of the MG4 are the first pulley 41 attached to the rotation shaft 71a of the primary pulley 71, the second pulley 42 attached to the rotation shaft 4a of the MG4, It is transmitted by the belt 43 wound around the first pulley 41 and the second pulley 42.

  MG4 is a synchronous rotating electrical machine in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The MG 4 is controlled by applying a three-phase alternating current generated by the inverter 9 based on a command from the integrated controller 50. The MG 4 operates as an electric motor that is driven to rotate by receiving power supplied from the high-power battery 10 and functions as a driving source for traveling. Further, when the rotor receives rotational energy from the engine 1 or the drive wheel 8, the MG 4 functions as a generator that generates electromotive force at both ends of the stator coil, and can charge the high-power battery 10.

  The oil pump 5 is a vane pump that operates by transmitting the rotation of the engine 1 through a belt. The oil pump 5 sucks up the hydraulic oil stored in the oil pan 30 of the CVT 7 and supplies the oil to the hydraulic control valve unit 20.

  When starting the engine 1, the starter motor 15 receives power supplied from the DC 12 V battery 11 and rotationally drives the crankshaft of the engine 1 to start the engine 1. The high-power battery 10 and the DC12V battery 11 are electrically connected via a DC-DC converter 14.

  The BSG motor 16 functions as a generator when receiving rotational energy from the engine 1. The power generated in this way is charged into the high-power battery 10 through the inverter 9. In addition, the BSG motor 16 operates as an electric motor that is driven to rotate by receiving power supplied from the high-power battery 10, and functions as a motor auxiliary drive source that assists the driving force of the engine 1. Further, the BSG motor 16 also has a function of restarting the engine 1 by rotationally driving the crankshaft of the engine 1 when the engine 1 is restarted during the idling stop control.

  The integrated controller 50 includes a microcomputer that includes a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). The integrated controller 50 can also be composed of a plurality of microcomputers. The integrated controller 50 can also be configured by an ATCU that controls the automatic transmission 3, an SCU that controls the shift range, an HCM that performs hybrid control of the engine 1 and the MG4, and the like. In addition, each unit (torque calculation unit 50a, control unit 50b, etc.) of the integrated controller 50 described later represents each function of the integrated controller 50 as a virtual unit, and does not mean a physical existence. Absent.

  The integrated controller 50 includes a first rotation speed sensor 51 that detects the rotation speed of the engine 1, a second rotation speed sensor 52 that detects the output rotation speed Nout (= the input rotation speed of the CVT 7) of the fastening element 6, and the accelerator opening degree. Accelerator opening sensor 53 for detecting vehicle, an inhibitor switch 54 for detecting a select range of CVT 7 (a state of a select lever or a selector switch for switching forward, reverse, neutral and parking), a vehicle speed sensor 55 for detecting a vehicle speed, and rotation of MG4 Signals from a third rotational speed sensor 56 that detects the speed and a pedaling force sensor 57 that detects the pedaling force of the brake are input. Based on these input signals, the integrated controller 50 controls various operations of the engine 1, the lockup clutch 2a of the torque converter 2, the automatic transmission 3, and the MG4 (inverter 9). The rotation speed of the MG 4 may be obtained by calculation from the frequency of the inverter 9 without using the third rotation speed sensor 56.

  The integrated controller 50 drives the MG 4 based on the electric power from the high-power battery 10 as the operation mode of the vehicle 100, and travels with the driving force of the MG 4 alone and the engine traveling mode with the driving force of the engine 1 alone. And the HEV mode that travels by the driving force of the engine 1 and the driving force of the MG4.

  In the EV mode, the vehicle 100 travels by driving only the MG 4 with the electric power from the high-power battery 10 with the fastening element 6 released. The EV mode is selected when the required output of the vehicle 100 is low and the remaining capacity of the high-power battery 10 is sufficient.

  In the engine travel mode, the vehicle 100 travels by driving only the engine 1 with the lock-up clutch 2a and the fastening element 6 engaged. The engine travel mode is selected when the required output of the vehicle 100 is relatively high.

  In the HEV mode, the vehicle 100 travels by driving the engine 1 and the MG 4 with the lock-up clutch 2a and the engagement element 6 engaged. The HEV mode is selected when the required output of the vehicle 100 is high, specifically, when the required output of the vehicle 100 cannot be compensated only by the output from the engine 1.

  The integrated controller 50 includes an accelerator opening detected by the accelerator opening sensor 53, a brake pedal depression force detected by the pedal force sensor 57, a vehicle speed VSP detected by the vehicle speed sensor 55, and a travel mode selection map (not shown). Based on, the driving mode is switched.

  As shown in FIG. 2, the vehicle 100 further includes a tension adjusting device 80 that adjusts the tension of the belt 43 wound around the first pulley 41 and the second pulley 42.

  The tension adjusting device 80 includes first and second hydraulic cylinders 60A and 60B as actuators that press the belt 43, and solenoid valves 70A and 70B that control supply and discharge of oil to and from the first and second hydraulic cylinders 60A and 60B. And a torque calculation unit 50a for obtaining the torque of MG4, and a control unit 50b for controlling the operation of the first and second hydraulic cylinders 60A and 60B based on the torque obtained by the torque calculation unit 50a. In the present embodiment, since the first hydraulic cylinder 60A and the second hydraulic cylinder 60B have the same configuration, the following description will focus on the first hydraulic cylinder 60A. Regarding the second hydraulic cylinder 60B, the same components as those of the first hydraulic cylinder 60A are denoted by the same reference numerals in the drawing and description thereof is omitted. Note that the configuration of the first hydraulic cylinder 60A is distinguished by attaching “A” to the reference numeral, and the configuration of the second hydraulic cylinder 60B is appended with “B”.

  The first hydraulic cylinder 60A includes a cylinder 61A, a piston 64A that divides the inside of the cylinder 61A into a pressure chamber 62A and a pressure chamber 63A, a rod 65A that is fixed to an end surface of the piston 64A on the pressure chamber 62A side and protrudes to the outside, A spring 66A that urges the piston 64A so as to pull the rod 65A provided in the chamber 62A into the cylinder 61A, and a roller 67A that is rotatably attached to the tip of the rod 65A and presses the belt 43 are provided.

  In the first hydraulic cylinder 60A, the oil discharged from the oil pump 5 is supplied to the pressure chamber 63A through the solenoid valve 70A and the supply flow path 68A, so that the rod 65A protrudes. Thereby, the roller 67A attached to the tip of the rod 65A presses the belt 43. On the other hand, when the oil is discharged from the pressure chamber 63A, the urging force of the spring 66A pulls the rod 65A into the cylinder 61A, and the pressing of the belt 43 by the roller 67A is released.

  The belt 43 is hung between the first winding region 43 c wound around the first pulley 41, the second winding region 43 d wound around the second pulley 42, and the first pulley 41 and the second pulley 42. And a pair of connection regions 43a and 43b connecting the first winding region 43c and the second winding region 43d.

  In vehicle 100, the driving force of engine 1 acts on primary pulley 71 when the engine travel mode is selected. Thereby, the 1st pulley 41 becomes a drive side and the 2nd pulley 42 becomes a driven side. When the EV mode is selected, the driving force of MG4 acts on the second pulley 42. Thereby, the 2nd pulley 42 becomes a drive side and the 1st pulley 41 becomes a driven side. Further, when the HEV mode is selected, the driving force of the engine 1 acts on the primary pulley 71 and the driving force of the MG 4 acts on the second pulley 42. Thereby, the 1st pulley 41 and the 2nd pulley 42 become a drive side mutually.

  For example, when the first pulley 41 is on the driving side and the second pulley 42 is on the driven side, the first pulley 41 rotates in the counterclockwise direction as shown in FIG. A tension associated with the driving force of the first pulley 41 acts on the belt 43 on the rear side (the connection region 43a in FIG. 2). On the other hand, the driving force of the first pulley 41 does not act on the belt 43 on the front side in the rotation direction of the first pulley 41 (the connection region 43b in FIG. 2), so that the tension does not act and the belt 43 is slackened. is there. If the belt 43 continues to rotate with the belt 43 slack in this manner, the belt 43 may vibrate and come off from the first pulley 41 or the second pulley 42.

  Further, when the second pulley 42 is on the driving side and the first pulley 41 is on the driven side, the second pulley 42 rotates counterclockwise as shown in FIG. A tension associated with the driving force of the second pulley 42 acts on the rear belt 43 (the connection region 43b in FIG. 2). On the other hand, the driving force of the second pulley 42 does not act on the belt 43 (the connection region 43a in FIG. 2) on the front side in the rotation direction of the second pulley 42, so that the tension does not act and the belt 43 is slackened. is there. If the belt 43 continues to rotate with the belt 43 slack in this manner, the belt 43 may vibrate and come off from the first pulley 41 or the second pulley 42 in the same manner.

  For this reason, in the present embodiment, the tension adjusting device 80 presses the slack side belt 43 to adjust the tension of the belt 43. Specifically, the tension of the belt 43 is adjusted by driving the first and second hydraulic cylinders 60A and 60B on the slack side of the belt 43 and pressing the rollers 67A and 67B against the belt 43.

  Hereinafter, the control of the tension adjusting device 80 executed by the integrated controller 50 will be described with reference to the flowchart shown in FIG.

  In step S11, the accelerator opening is detected. Specifically, the accelerator opening sensor 53 detects the accelerator opening.

  In step S12, the rotational speed of the engine 1 is detected. Specifically, the engine rotation speed is detected by the first rotation speed sensor 51.

  In step S13, the motor torque is calculated. Specifically, the torque calculation unit 50a determines the MG4 corresponding to the rotation speed detected by the third rotation speed sensor 56 from the map showing the relationship between the rotation speed of the MG4 and the motor torque shown in FIG. Calculate the torque. In addition, the calculation method of the torque of MG4 is not restricted to this, For example, the torque of MG4 may be detected with a torque sensor. You may calculate by calculation.

  In step S14, a map showing the relationship between the motor rotation speed, motor torque, motor drive, and motor regeneration is detected. Specifically, a map indicating the above relationship shown in FIG. 4B stored in the integrated controller 50 in advance is read.

  In step S15, it is determined whether + or-of the motor torque has been switched. Specifically, it is determined whether the torque generation direction of MG4 has changed to the opposite direction. The integrated controller 50 determines whether the MG 4 is driven in the drive region and the regeneration region based on the rotational speed of the engine 1 detected in step S12 and the output to the inverter 9, and the torque calculated in step S13. Determines whether or not the drive area and the regeneration area in the map shown in FIG. 4B have moved from one side to the other side. If the MG4 torque generation direction has been switched to the opposite direction, the process proceeds to step S16, and if the MG4 torque generation direction has not been switched to the opposite direction, the process proceeds to END.

  In step S16, an instruction is issued to the tensioner. Specifically, the control unit 50b of the integrated controller 50 controls the solenoid valves 70A and 70B when the torque generation direction of the MG 4 is changed to the opposite direction, and the first hydraulic cylinder 60A and the second hydraulic cylinder 60B. Is switched from pressing by one hydraulic cylinder to pressing by the other hydraulic cylinder.

  When the driving of the first pulley 41 and the second pulley 42 is switched, for example, when the vehicle traveling mode is switched between the engine traveling mode and the EV mode, the connection regions 43a and 43b in which the slack of the belt 43 occurs as described above. Will be replaced. Therefore, the slack and vibration generated in the belt 43 can be reliably suppressed by switching the pressing operations of the first and second hydraulic cylinders 60A and 60B at such timing.

  As described above, in the tension adjusting device 80 according to the present embodiment, the torque of the MG 4 is obtained, and the operations of the first and second hydraulic cylinders 60A and 60B are controlled based on the torque. Before this occurs, the slack and vibration of the belt 43 can be positively dealt with.

  Next, a modification of the present embodiment will be described with reference to FIG. FIG. 5 is a flowchart in the modification. 5 is different from the embodiment shown in FIG. 4 in that step S17 is added between step S15 and step S16 in FIG.

  In step S17 in FIG. 5, it is determined whether or not the motor rotation speed is equal to or greater than a threshold value (predetermined value). When the motor rotation speed is equal to or higher than the threshold value, the slack and vibration exceed the allowable range. In such a case, the first and second hydraulic cylinders 60A and 60B are operated. On the other hand, when the motor rotation speed is less than the threshold value, the vibration is within an allowable range, and thus the first and second hydraulic cylinders 60A and 60B are not operated.

  In this modification, by adding the determination in step S17, when there is no possibility of occurrence of slack or vibration, or when slack or vibration is within an allowable range, the first and second hydraulic cylinders 60A, Since it is not necessary to operate 60B, energy efficiency can be improved.

  Next, another modification will be described with reference to FIG. FIG. 6 is a flowchart in another modified example. 6 is different from the modification shown in FIG. 5 in that step S18 is further added between step S17 and step S16 in FIG.

  In step S18 in FIG. 6, it is determined whether or not the motor rotation speed causes string resonance.

  In this modification, the first and second hydraulic cylinders 60A and 60B are operated only when the rotational speed of the MG 4 is a rotational speed at which string resonance may occur. The string resonance means a state in which the connection regions 43a and 43b vibrate like waves (strings) when both ends of the connection regions 43a and 43b are regarded as fixed ends. The string resonance is not limited to one vibration (basic vibration), but includes two antinodes (double vibration), three antinodes (triple vibration), and the like. The rotational speed at which such string resonance occurs is obtained in advance through experiments or the like.

  In this modification, by adding the determination in step S18, the first and second hydraulic cylinders 60A and 60B are operated only when there is a possibility that string resonance will occur, so that the energy efficiency can be further improved. .

  According to the above embodiment, there exist the following effects.

  The tension adjusting device 80 according to the present embodiment includes an actuator (first and second hydraulic cylinders 60A and 60B) that presses the belt 43, a torque calculation unit 50a that calculates torque of the second drive source (MG4), and a torque calculation unit. And a control unit 50b for controlling the actuators (first and second hydraulic cylinders 60A and 60B) based on the torque obtained in 50a.

  In this configuration, the actuators (first and second hydraulic cylinders 60A and 60B) are controlled based on the torque of the second drive source (MG4). Accordingly, the belt 43 can be pressed by the actuator (the first and second hydraulic cylinders 60A and 60B) before the belt 43 is slackened or vibrated. This can be dealt with (effects corresponding to claims 1 and 8).

  The controller 50b controls the actuators (first and second hydraulic cylinders 60A and 60B) to press the belt 43 when the rotational speed of the MG 4 is equal to or higher than a predetermined value.

  According to this configuration, when there is no risk of loosening or vibration, or when the loosening or vibration is within an allowable range, the actuators (first and second hydraulic cylinders 60A and 60B) are not operated. Therefore, energy efficiency can be improved (effect corresponding to claim 2).

  The control unit 50b determines whether or not string resonance occurs based on the rotation speed of the MG 4, and when it is determined that string resonance occurs, the actuator (first and second hydraulic cylinders 60A and 60B) causes the belt 43 to rotate. Control to press.

  According to this configuration, since the actuators (first and second hydraulic cylinders 60A and 60B) are operated only when there is a possibility that string resonance will occur, energy efficiency can be further improved (corresponding to claim 3). Effect).

  In the tension adjusting device 80, the belt 43 has a pair of connection regions 43a and 43b spanned between the first pulley 41 and the second pulley 42, and actuators (first and second hydraulic cylinders 60A and 60B). Has a first actuator (first hydraulic cylinder 60A) that presses the belt 43 in one connection region 43a, and a second actuator (second hydraulic cylinder 60B) that presses the belt 43 in the other connection region 43b. .

  According to this configuration, even if the belt 43 is slack in either of the pair of connection regions 43a and 43b spanned between the first pulley 41 and the second pulley 42, the pair of connection regions 43a and 43b By driving the actuators (first and second hydraulic cylinders 60A and 60B) corresponding to each of these, slack and vibration can be suppressed (effect corresponding to claim 4).

  In the tension adjusting device 80, the control unit 50b performs the pressing by the first actuator (first hydraulic cylinder 60A) and the pressing by the second actuator (second hydraulic cylinder 60B) based on the torque obtained by the torque calculation unit 50a. Switch.

  In this configuration, based on the torque calculated by the torque calculation unit 50a, it is determined whether any of the pair of connection areas 43a and 43b is slack, and actuators corresponding to the pair of connection areas 43a and 43b ( Since the first and second hydraulic cylinders 60A and 60B) can be driven, loosening and vibration can be appropriately suppressed (effect corresponding to claim 5).

  The embodiment of the present invention has been described above, but the above embodiment is merely a part of an application example of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. is not.

  In the above-described embodiment, an example in which the first drive source is the engine 1 and the second drive source is MG4 has been described. However, the present invention is not limited thereto, and the first pulley 41 and the second pulley 42 may be switched on the driving side. Any system may be used. For example, the BSG motor 16 may be used as the second drive source. Further, the position of the MG 4 may be any position as long as the tension adjusting device 80 can be applied.

  In the above embodiment, the switching of the torque of MG4 is determined based on the map. However, the present invention is not limited to this. For example, the torque of MG4 is detected by a torque sensor, and the switching of the torque is determined based on the detected torque. May be.

  In the above embodiment, the first and second hydraulic cylinders 60A and 60B are described as an example of the actuator. However, any actuator can be used as long as it can press the belt 43, for example, a solenoid actuator. There may be.

  Further, the amount of deflection of the slack side belt 43 may be detected, and the pressure of oil supplied to the pressure chambers 63A and 63B of the first and second hydraulic cylinders 60A and 60B may be controlled based on the amount of deflection. Further, the strokes of the first and second hydraulic cylinders 60A and 60B or the pressures in the pressure chambers 63A and 63B may be detected, and the first and second hydraulic cylinders 60A and 60B may be controlled based on these.

100 Hybrid vehicle 1 Engine (first drive source)
2 Torque converter 3 Automatic transmission 4 MG (second drive source)
6 Fastening elements 7 CVT
16 BSG motor 20 Hydraulic control valve unit 30 Oil pan 41 First pulley 42 Second pulley 43 Belt 43a Connection region 43b Connection region 50 Integrated controller 50a Torque calculation unit 50b Control unit 60A First hydraulic cylinder (actuator)
60B Second hydraulic cylinder (actuator)
80 Tension adjusting device

Claims (8)

A tension adjusting device that adjusts the tension of a belt wound around a first pulley driven to rotate by a first driving source and a second pulley driven to rotate by a second driving source,
An actuator for pressing the belt;
A torque calculator for obtaining torque of the second drive source;
And a control unit that controls the actuator based on the torque obtained by the torque calculation unit. The tension adjusting device according to claim 1,
The controller is configured to control the actuator to press the belt when the rotation speed of the second drive source is equal to or higher than a predetermined value. The tension adjusting device according to claim 1 or 2,
The control unit determines whether or not string resonance occurs based on the rotation speed of the second drive source, and controls the actuator to press the belt when it is determined that the string resonance occurs. A tension adjusting device characterized by that. The tension adjusting device according to any one of claims 1 to 3,
The belt is
A pair of connection regions spanned between the first pulley and the second pulley;
The actuator is
A tension adjusting device comprising: a first actuator that presses the belt in one of the connection regions; and a second actuator that presses the belt in the other connection region. The tension adjusting device according to claim 4,
The controller is
A tension adjusting device that switches between pressing by the first actuator and pressing by the second actuator based on the torque obtained by the torque calculation unit. A tension adjusting device according to any one of claims 1 to 5,
The first drive source is an engine;
The tension adjusting device, wherein the second drive source is a motor generator. The tension adjusting device according to any one of claims 1 to 6,
The tension adjusting device, wherein the first pulley is attached to a rotation shaft of a primary pulley of a continuously variable transmission that is rotationally driven by the first drive source. A tension adjusting method for adjusting the tension of a belt wound around a first pulley driven to rotate by a first driving source and a second pulley driven to rotate by a second driving source,
Obtaining a torque of the second drive source;
And a step of controlling the actuator based on the obtained torque.

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