defined scientific method for determination of stiffness
and damping parameters of tensioner mechanism. These
STUDY OF TIMING BELT TENSIONER
BEHAVIOUR
Laszlo LOVAS
Daniel PLAY
Janos MARIALIGETI
Abstract: Toothed belt transmissions are widely used in
modern engineering, from inkjet printer transmissions
through motorbike primary and secondary transmissions
to airplane luggage elevator transmissions. They are
silent, do not need excessive maintenance, and allow cost
reduction. Similarly, internal combustion engine timing
drive transmissions are often realized by timing belt.
In engine timing drive transmissions, driving and driven
pulleys generally do not allow adjusting belt tension.
Thus, a belt tensioner is used to furnish and maintain
preload force. It also compensates belt length variation
under load. The tensioner consists of a short arm fixed by
pivot on the engine block on one end and has an idler
pulley on the other end. A torsional stiffness and a
torsional damping element also join the arm and the
engine block.
Numerical model and simulation software were developed
to modelize the timing drive transmission. For a given
belt transmission layout, various stiffness values were
tested numerically. Simulation input data come from
measurements on real engines. Viscous and Coulomb-
type damping cases were tested. System response to
various parameter values is studied and discussed.
Keywords: toothed belt transmission, tensioner, viscous
damping, torsional stiffness
1. INTRODUCTION
Toothed belt transmissions are used in a wide spectrum of
power transmissions, from head moving mechanism of
inkjet printers through timing transmission of internal
combustion engines and wheel transmission of
motorbikes to luggage elevator transmission of airplanes.
Although these transmissions are widely used, influence
of many parameters concerning the transmission is not
entirely known and some phenomena have missing
satisfactory theoretical explanation.
For example, in internal combustion engines, timing belt
transmissions have tensioner mechanism. There is no well
parameters are chosen upon technical experience, and by
try-and-error methods.
Toothed belt transmission modelization is studied at
INSA-Lyon since the 80s. Theoretical background and
algorithms were elaborated by Dancé [5] and Monternot
[6], under direction of Professor Daniel Play [3], [4]. A
simulation software (MDSTD – Mechanical Dynamical
Simulation of Timing Drives) was elaborated in
cooperation with BUTE Dept. of Vehicle Parts and
Drives, allowing numerical modelization of a given
toothed belt transmission. This paper deals with effect of
tensioner mechanism damping and stiffness in steady
state conditions, with given torque transmission
parameters.
2. THEORETICAL BASES OF THE
NUMERICAL SIMULATION SOFTWARE
The transmission is described with a two dimensional
model. It is assumed that longitudinal and transversal belt
span oscillations are independent in order to simplify the
numerical simulation. Transversal belt span oscillations
are also not considered in the model.
The belt and bearings of the pulleys are modelized with
elastic and damping elements. Pulleys are assumed to be
ideally rigid comparing to the other stiffnesses. Pulley
axes are included in the calculation of their mass and
inertia.
Bearing elements of the pulleys are characterized with
horizontal and vertical stiffnesses.
For a toothed belt element, belt stiffness and tooth
stiffness are defined separately. Belt longitudinal and
bending stiffness values are given for one pitch. Tooth
stiffness is given for one tooth. Numerical stiffness values
come either from literature [1], [6] or from measurements
[7]. Values of belt and tooth stiffness depend on working
conditions. Effective belt stiffness is a function of the
following parameters: preload force, belt velocity, mass
of one belt pitch, belt temperature, past life of the belt.
Tooth stiffness is a function of all mentioned parameters
for the belt, and of the fact, that toothed belt pitch changes
under load while pulley pitch remains the same. Pitch of
the pulley has usually its nominal value, while pitch of the
unloaded belt is generally smaller than nominal. Tooth
stiffness is also influenced by tooth-pulley contact force.
3. MODEL OF THE STUDIED
TRANSMISSION
A PSA DV4 engine timing transmission is modelized
(Fig. 1) for numerical simulations. The belt connects six
pulleys being the crankshaft pulley (1), idler pulley (2),
camshaft pulley (3), injection pump pulley (4), tensioner
pulley (5) and water pump pulley (6). The driving
element of the transmission is the crankshaft pulley, with
an angular velocity applied on it. The angular velocity
variation of the internal combustion engine crankshaft is
modelized with a harmonic motion, with high mean value
and small amplitude:
ω crank (t ) = 471,2 + 0,0215 ⋅ cos(4t ) rad/s (1)
473
The resistant torque of the water pump is assumed to be a
linear function of the water pump pulley angular velocity
[7]. The idler pulley constant resisting torque comes only
from internal friction of the rolling bearing. The tensioner
pulley resisting torque comes also from rolling bearing
internal friction. Resisting torque of the injection pump
presents oscillations. These oscillations come from the
working of the piston pump feeding the four cylinders.
This torque is modelized with the following harmonic
equation:
M inj (ω inj ) = 8 + 6 cos(6 ⋅ ω inj ⋅ t ) Nm
0 33 66 mm
3
4
2
5
6 parameters have to be also studied.
Fig. 1. Timing belt transmission of the DV4 engine
Resisting torque of the camshaft also varies. The camshaft
turns with the half of the crankshaft angular velocity and
moves two valves in each cylinder. For a four cylinder
engine, it has to open and close two valves against the
closing springs and the pressure inside the cylinder during
each 90° turning. This torque is also modelized with a
harmonic equation:
M cam (ω cam ) = 6 + 20 sin( 4 ⋅ ω cam ⋅ t ) Nm
4. MODEL OF THE TENSIONER
MECHANISM
The tensioner mechanism is composed of the following
parts: tensioner arm, tensioner pulley, torsional spring,
torsional viscous damper and torsional friction damper
(Fig. 2). One end of the tensioner arm is fixed on the
engine block with a pivot “A”. At the other end of the
tensioner arm is fixed the tensioner pulley. The tensioner
pulley can rotate free on the tensioner arm around the
pivot “B”. The tensioner arm can rotate on the engine
block within a defined angular domain. This working
474
domain is delimited with bumpers, not modelized yet.
Torsional spring and torsional damper elements link
engine block and tensioner arm. Usually, arm length is
smaller than pulley diameter, and all the tensioner
mechanism is mounted inside the pulley, including a
spring and a damper (Fig. 3).
(2)
Fres
θF
B
θ
µ
k
s
A
r
Fig. 2. Model of belt tensioner
In tensioner design, torsional stiffness is usually
considered as main parameter, because it is easy to
measure and to study its influence [2]. Dry friction on
pivot “A“ of the arm is used as damping, and pivot
B
A
(3)
Fres
Fig. 3. Belt tensioner
The force acting on the pivot “A” is the parallel
component of the arm force coming from the pulley
bearing force being the resultant Fres of the tensioner
pulley forces. Tangential component of the resultant force
Fres is neglected. A constant friction coefficient is
considered as a first approximation. The equation for the
tensioner arm torque equilibrium is:
M = sθ + kθ& + sign(θ&) ⋅ µ ⋅ r ⋅ Fres ⋅ sin (θ − θ F ) (4)
where s – torsional stiffness, - dry friction and viscous damping together, with
k – equivalent viscous damping, the previously mentioned values.
θ – angular position of the tensioner arm,
Fres – resultant force on pulley bearing, 11
θF – angular position of the resultant force,
∆tr [10-3 rad]
r – radius of the pivot “A”, s1=5 Nm/rad
µ – friction coefficient on the pivot “A”. 8
s2=50 Nm/rad
s3=500 Nm/rad
5. STUDY OF STIFFNESS EFFECT 5
WITHOUT DAMPING
1300 s1=5 Nm/rad 2
Fbelt [N] s2=50 Nm/rad
s3=500 Nm/rad 0
1100

-3
900
-5
0 0,002 0,004 0,006 0,008 0,01 0,012
700
Time [s]

500 Fig. 5. Dynamical transmission error variation when

tensioner stiffness changes

300 From the computed output values, the following were

studied:
- angular displacement of the tensioner arm,
0 0,002 0,004 0,006 0,008 0,01 0,012 - angular velocity of the tensioner arm,
Time [s]
- belt tension force in the tight span of the crankshaft
Fig. 4. Belt force variation when tensioner stiffness pulley,
changes - transmission error angle of the camshaft pulley.

Three stiffness cases were studied without any torsional 1300

damping. Stiffness variation was one magnitude in each Fbelt [N] No damping
case, thus: s1=5Nm/rad (thin line curve on Figs. 4-5 and Viscous
1100 damping
10-13), s2=50 Nm/rad (medium line curve on Figs. 4-5
and 10-13), s3=500 Nm/rad (thick line curve on Figs. 4-5
and 10-13). 900
Studied quantities were belt force Fbelt in the crank pulley
tight span, dynamic transmission error ∆tr in the camshaft 700
pulley.
From figure 4, it can be seen that torsional stiffness 500
variation has an effect on maximum belt force. When
stiffness increases, maximum belt force decreases, and 300
intermediate force peaks between maximum force peaks
increase. Thus, to decrease belt span force, increasing
0 0,002 0,004 0,006 0,008 0,01 0,012
torsional stiffness is not the best way. Time [s]
Dynamical transmission error on camshaft pulley
Fig. 6. Belt force in the tight span of crank pulley
decreases with increasing stiffness (Fig. 5). The decrease
is more important than in the case of belt span force. It
Simulation results have shown, that computing with or
reaches 50% in peak to peak amplitude. However,
without dry friction gives neglectible difference in the
stiffness value in the most efficient case is so high, that it
output values. Thus, only two cases are represented in the
can not be used in current automobile applications.
figures: tensioner without damping (thin line curve on
Figs. 6-9) and tensioner with viscous damping (thick line
6. STUDY OF DAMPING EFFECT curve on Figs. 6-9).

Four damping cases were studied with original torsional
stiffness value of s=5 Nm/rad:
- without damping
- only pivot dry friction damping, r=8 mm, µ=0,3,
- only viscous damping, k=0,458 Nms/rad,
Viscous damping decreases the force variation amplitude
in the tight belt span of the crankshaft pulley (Fig. 6).
Moreover, it is turned out, that presence of viscous
damping decreases also the transmission error angle on
the camshaft pulley by the half (Fig. 7.)

475
 11 pivot radius is small, friction torque remains small, and
-3 does not have efficient damping effect. Meanwhile,
∆tr [10 rad]
tensioner arm angular velocity is high (Fig. 9). In such
8 conditions, viscous damping becomes very efficient.

5 7. STUDY OF STIFFNESS EFFECT IN

PRESENCE OF DAMPING
2
The three stiffness values mentioned in paragraph 5 were
0 studied in presence of a viscous torsional damping
k=0,458 Nms/rad. Studied output values were the same as
No damping in the previous paragraph.
-3 Viscous
damping
49
0 0,002 0,004 0,006 0,008 0,01 0,012 θ [°]
Time [s]
Fig. 7. Dynamical transmission error of the camshaft
pulley
s1=5 Nm/rad
s2=50 Nm/rad
No damping
51 θ [°] s3=500 Nm/rad
Viscous 48
damping
50

49

48

47 47
0 0,005 0,01
46 Time [s]
Fig. 10. Tensioner arm angular displacement with
45 changing torsional stiffness, damped case
44
0 0,002 0,004 0,006 0,008 0,01 0,012
Time [s]
Fig. 8. Tensioner arm angular displacement
0
10
No damping
8
Viscous θ& [rad/s]
6 damping
4

2 s1=5 Nm/rad
0 s2=50 Nm/rad
s3=500 Nm/rad
-2 -1
0 0,005 0,01
-4
& Time [s]
-6 θ [rad/s]
Fig .11. Tensioner arm angular velocity with changing
-8 torsional stiffness, damped case

0 0,002 0,004 0,006 0,008 0,01 0,012
Time [s]
Fig. 9. Tensioner arm angular velocity
Differences between effects of the two types of damping
can be explained by displacements and angular velocities
of the tensioner arm. When the engine is working,
tensioner arm oscillates in a small angular domain (Fig. 8)
but with high frequency around the pivot “A” (Fig. 2). As
Tensioner arm angular position mean value changes due
to stiffness variation, while similar amplitudes and shapes
of oscillations are seen (Fig. 10). Tensioner arm angular
velocity position remains invariable, while oscillation
amplitude slightly increases with increasing stiffness (Fig.
11). Thus, stiffness variation has small effect on these
quantities.
Influence of torsional stiffness in the damped tensioner
case is small (Fig. 12): large torsional stiffness variations

476
give small belt span tension variations. Note that force rolling bearing of the tensioner pulley are the values felt
maximum values are smaller than those obtained in the by the belt transmission.
not damped case (Fig. 12). Thus, belt span tension reacts It was pointed out that modifying tensioner torsional
more to the damping than to the stiffness of the tensioner. stiffness within reasonable limits has small effect on belt
When damping exists, shape of the camshaft pulley span force and camshaft dynamical transmission error.
dynamic transmission error remains the same with Thus, use of small or high stiffness gives approximately
tensioner stiffness variations (Fig. 13). These variations similar effect.
change mainly the mean value of transmission error. Similarly, dry friction damping on the tensioner arm pivot
Increasing stiffness decreases the mean value. has negligible effect from practical point of view, as pivot
dimensions are small and displacements also.
In such conditions, use of viscous damping is more
900
efficient for decreasing belt span force and dynamical
transmission error in the same time. Mounting a viscous
Fbelt [N]
damper in the tensioner is recommended upon the
800
simulation results. Viscous damping coefficient value
must be chosen so that equivalent viscous damping of the
700
belt transmission could be optimal. The optimal viscous
damping value is function of the crankshaft angular
600 velocity. Usually it decreases when crankshaft angular
velocity increases. Thus, a technical solution assuming
500
such variation must be chosen.
Note that viscous dampers were used in tensioners in the
400 first automotive applications. Then, viscous dampers were
s1=5 Nm/rad
s2=50 Nm/rad changed for dry friction dampers, as in that time, they
300
s3=500 Nm/rad were voluminous and of complicated structure. Today’s
technology allows small size and simpler structure in
200 viscous damper realisation.
0 0,004 0,008 0,012 Based upon the numerical simulation, the following
Time [s] principles can be mentioned:
Fig. 12. Belt span tension variation with changing • Small torsional stiffness can be chosen. Its aim is to
torsional stiffness, damped case maintain belt preload force and to give the tensioner
initial angular position. Stiffness value has no
influence when engine runs.
6 • Damping effect of tensioner arm pivot dry friction can
5
be neglected with the compact geometries of actual
tensioners.
4 • Application of a viscous damper seems to be a
reasonable solution for belt tensioners. Damping
3 coefficient value should change depending on
s1=5 Nm/rad crankshaft angular velocity. Torsional stiffness and
2 s2=50 Nm/rad damping values must be harmonized and should be
s3=500 Nm/rad
verified by measurements and simulations.
1

0 9. CONCLUSION
-1 Toothed belt transmission tensioners with high torsional
-3
∆tr [10 rad] stiffness values and small dry friction dampers can be
improved. High belt span force peaks are not damped and
0 0,002 0,004 0,006 0,008 0,01 0,012
important transmission error is not decreased by dry
Time [s]
friction damping of tensioner arm pivot only. However,
Fig. 13. Dynamic transmission error with changing use of a viscous torsional damper gives a solution to these
torsional stiffness, damped case difficulties: both decreases belt force peaks and
transmission error.
8. DISCUSSION

When designing a belt tensioner, manufacturers give REFERENCES

parameters measured in static state such as torsional
stiffness and dry friction coefficient. However, a working
state of the tensioner can not be characterised with the
values measured in static state. In real working
conditions, equivalent stiffness and equivalent damping of
all parts of the tensioner and of the lubricant used into the
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