Device for reducing belt slippage

Abstract

A device for reducing belt slip, wherein a vehicle includes an engine as a vibration source and an electric motor connected to the engine by a belt to transmit engine torque, the device comprising: a signal generator configured to generate a reference signal having a frequency corresponding to the engine vibration; an adaptive filter configured to calculate a filter coefficient to remove an error value between a rotation speed of the engine and a rotation speed of the electric motor and apply the filter coefficient to the reference signal to generate a reference torque signal; and a torque compensator configured to generate a belt slip compensation torque signal by changing the amplitude of the reference torque signal, and apply the belt slip compensation torque signal to determine a final torque command of the electric motor.

Description

Technical Field

[0001] The present invention generally relates to an apparatus for reducing belt slippage. More particularly, the present invention relates to an apparatus for reducing belt slippage that can reduce slippage occurring in a belt due to engine vibration, the belt being provided to transmit torque between an engine and a hybrid starter generator (HSG) serving as an electric motor in a hybrid vehicle or the like. Background Art

[0002] Generally, a hybrid vehicle using an engine driven by combustion of fossil fuel and a motor operated by electric energy to generate rotational force of driving wheels determines whether to drive the engine in consideration of various driving conditions and vehicle conditions.

[0003] In order to drive the engine in a hybrid vehicle, a separate starter motor is required to start the engine, and a generator is required to convert the rotational energy generated by the engine into electrical energy while the engine is running. A hybrid starter generator (HSG) serving as a starter motor and a generator is provided in the hybrid vehicle, wherein the rotating shaft of the HSG and the rotating shaft of the engine are pulley-coupled to each other through a belt.

[0004] To start driving the engine, the HSG operates as a motor that starts the engine, and when the engine is running, the HSG operates as a generator that receives the rotational force of the engine through a belt and generates electrical energy.

[0005] In such a belt connection structure applied to a hybrid vehicle, belt slip occurs when a load is applied to the belt due to rotational vibration of the engine. The slip occurring in the belt may not only cause a loss in torque transmission, but may also cause the durability of the belt to deteriorate.

[0006] The above statements are only intended to help understand the background of the present invention, and do not represent that the present invention falls within the scope of the prior art known to those skilled in the art. Summary of the invention

[0007] Therefore, the present invention has taken into account the above-mentioned problems occurring in the prior art, and the present invention aims to propose a device for reducing belt slippage, which is capable of reducing or eliminating the slippage occurring in the belt through control technology without adding a physical mechanism, wherein the belt connects the engine and the hybrid starter generator (HSG) through a pulley in a hybrid vehicle.

[0008] In order to achieve the above-mentioned purpose, a device for reducing vehicle belt slip is provided, wherein the vehicle includes an engine as a vibration source and an electric motor connected to the engine by a belt to transmit the engine torque, and the device includes: a signal generator, the signal generator is configured to generate a reference signal, the frequency of the reference signal corresponds to the vibration of the engine causing the belt slip; an adaptive filter, the adaptive filter is configured to calculate a filter coefficient to remove the error value between the rotation speed of the engine and the rotation speed of the motor and apply the filter coefficient to the reference signal to generate a reference torque signal to drive the motor; and a torque compensator, the torque compensator is configured to generate a belt slip compensation torque signal by changing the amplitude of the reference torque signal based on the torque of the engine, and apply the belt slip compensation torque signal to determine the final torque command of the motor.

[0009] The signal generator may determine the reference signal in consideration of the number of power strokes occurring within one rotation cycle of the engine and a pulley ratio between a pulley coupled to the rotating shaft of the engine using an engaged belt and a pulley coupled to the rotating shaft of the motor.

[0010] The signal generator can be as shown in the equation [x(k) = sin r 1 r 2 θ 1 ] to generate a reference signal (θ 1 : The rotation angle of the engine, r 1 : The number of power strokes per engine rotation cycle, r 2 : pulley ratio).

[0011] The adaptive filter can also be configured to: calculate filter coefficients to minimize the error value between the actual speed of the engine and the actual speed of the motor; and filter the reference signal by applying the filter coefficients to generate a reference torque signal of the motor having a vibration occurrence frequency by reflecting the power stroke of the engine to the motor.

[0012] The adaptive filter may use a recursive least squares (RLS) algorithm to calculate the filter coefficients to minimize the error value.

[0013] The adaptive filter may have a finite impulse response (FIR) format or an infinite impulse response (IIR) format.

[0014] The torque compensator can be configured to: change the amplitude of a reference torque signal by multiplying a reference torque signal having a magnitude of 1 by a torque value corresponding to the magnitude of the output torque of the engine to generate a belt slip compensation torque signal; and add the belt slip compensation torque signal to the torque command of the motor received from a separate controller to generate a final torque command of the motor.

[0015] The torque value corresponding to the magnitude of the output torque of the engine may be the actual output torque of the engine, a value obtained by multiplying the actual output torque by a predetermined proportional coefficient, or a value obtained by multiplying a predetermined fixed engine torque by a predetermined proportional coefficient.

[0016] The apparatus may further include a phase compensator configured to compensate for a phase difference between an actual speed of the engine and a reference signal.

[0017] The phase compensator can calculate the speed of the motor by differentiating the rotation angle of the motor (the rotation angle of the motor is determined by applying the number of power strokes occurring in one rotation cycle of the engine and the pulley ratio between the pulley connected to the rotating shaft of the engine using an engaged belt and the pulley connected to the rotating shaft of the motor to the rotation angle of the engine), and calculate the phase difference based on the filter coefficient of the adaptive filter and the calculated speed of the motor to compensate the phase difference for the rotation angle of the motor.

[0018] The rotation angle of the motor (θ 2 ) can be obtained by the equation [θ 2 =r 1 r 2 θ 1 ]Calculate (r 1 : The number of power strokes per engine rotation cycle, r 2 : pulley ratio), motor speed (ω 2 ) can be expressed as [ω 2 =r 1 r 2 ω 1 ](ω 1 : engine speed) by the equation [θ 2 =r 1 r 2 θ 1 ] is differentiated on both sides, and the phase difference (α) can be determined by the equation Confirm ((b 0 , b 1 : filter coefficients of the adaptive filter, T s : Data collection time interval) (sampling time)).

[0019] According to the device for reducing belt slippage of the present invention, since the generated reference signal has a frequency and phase corresponding to the vibration component of the engine, and the reference signal is applied to an adaptive filter having a filter coefficient (the filter coefficient minimizes the error value corresponding to the difference between the engine speed and the HSG speed) to derive the torque command of the HSG, it is possible to suppress slippage in the belt connecting the rotating shaft of the engine and the rotating shaft of the HSG to each other due to engine vibration.

[0020] In particular, according to the apparatus for reducing belt slippage, since belt slippage can be suppressed by controlling the rotation of a motor without requiring a separate mechanism or changing a conventional equipment configuration, no additional cost is incurred. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and other objects, features and other advantages of the present invention will be more clearly understood from the following detailed description presented in conjunction with the accompanying drawings, in which:

[0022] Figure 1 is a block diagram showing a partial configuration of a hybrid vehicle to which an apparatus for reducing belt slip according to various embodiments of the present invention is applied;

[0023] Figure 2 is a block diagram showing an apparatus for reducing belt slip according to an embodiment of the present invention;

[0024] Figure 3 is a detailed block diagram showing an example of a torque compensator applied to an apparatus for reducing belt slip according to an embodiment of the present invention;

[0025] Figure 4 is a detailed block diagram showing another example of a torque compensator applied to the apparatus for reducing belt slip according to an embodiment of the present invention; and

[0026] Figure 5 is a block diagram showing a signal transmission structure of an apparatus for reducing belt slip according to various embodiments of the present invention. DETAILED DESCRIPTION

[0027] Hereinafter, an apparatus for reducing belt slip according to various embodiments of the present invention will be described in more detail with reference to the accompanying drawings.

[0028] Figure 1 is a block diagram showing a partial configuration of a hybrid vehicle to which an apparatus for reducing belt slip according to various embodiments of the present invention is applied.

[0029] like Figure 1As shown, a hybrid vehicle to which the apparatus 10 for reducing belt slip according to various embodiments of the present invention is applied may include: an engine 20 configured to burn fuel to generate power; and a hybrid starter generator (HSG) 40 configured to act as a motor or a generator and whose rotating shaft is connected to the rotating shaft (crankshaft) of the engine 20 through a belt 30. In other words, the hybrid vehicle includes a structure in which a pulley coupled to the rotating shaft of the engine 20 and a pulley connected to the rotating shaft of the HSG 40 are connected to each other through the belt 30 to transfer power to each other. Hereinafter, it should be understood that a vibration source refers to the engine 20 that generates vibration by generating a rotating force through the explosion of fuel, and a motor refers to the HSG 40 having a rotating shaft connected to the rotating shaft of the engine 20 by a belt.

[0030] In this structure, the engine 20 is a vibration source that generates vibration due to combustion and explosion of fuel, so when power is transmitted through the belt 30, the engine 20 transmits not only the rotational force generated by the rotating shaft but also the vibration component. The vibration of the engine 20 causes the belt 30 to slip.

[0031] In various embodiments of the present invention, the device 10 for reducing belt slip controls the HSG 40 to generate rotation having the same frequency and phase as the vibration component included in the rotation speed of the rotating shaft of the engine 20, thereby reducing the slip of the belt connecting the rotating shaft of the engine 20 and the rotating shaft of the HSG 40 together.

[0032] More specifically, the frequency response characteristics of the system including the engine 20 as a vibration source, the HSG 40 as a motor, and the belt 30 can be used to implement the embodiment of the present invention. By performing torque control of the motor so that the speed change generated by the motor matches the vibration component, frequency, and phase caused by the vibration source, the slip of the belt between the vibration source and the motor caused by the vibration component can be reduced. Since the frequency and shape (waveform) of the vibration source that causes the belt slip can be known in advance, if the reference signal used as a reference for the output torque of the motor is determined to have a shape that matches the frequency of the vibration source, the two speeds have the same waveform with the same frequency but different phases and magnitudes.

[0033] If the speed of the vibration source is the target signal, the reference signal of the motor is the input signal, and the adaptive filter is configured to minimize the error between the speed of the vibration source and the speed of the motor, and the output torque of the motor can be determined by calculating the phase difference in the frequency domain by using the filter coefficient that minimizes the error, or the output torque of the motor can be determined by using the filter output that minimizes the error.

[0034] Figure 2is a block diagram showing an apparatus for reducing belt slip according to an embodiment of the present invention.

[0035] refer to Figure 2 , the device for reducing belt slip according to an embodiment of the present invention may include a reference signal generator 11, an adaptive filter 13 and a torque compensator 15. In the present invention, the device for reducing belt slip may be a control system that uses a control loop to manage, instruct or adjust the behavior of a device or system. Here, a feedback controller may be used to automatically control a process or operation.

[0036] In the present invention, the reference signal generator 11 can be an electronic device that generates a repetitive or non-repetitive electronic signal in the analog domain or the digital domain, the adaptive filter 13 can be a system having a linear filter having a transfer function controlled by a variable parameter, and the torque compensator 15 can be a component used in a control system for improving feedback and signal response in the control system.

[0037] The reference signal generator 11 generates a unit sinusoidal wave reference signal with a magnitude of 1 by reflecting the ratio of the vibration period of the engine 20 and the ratio between the pulley connected to the rotating shaft of the engine 20 and the pulley connected to the rotating shaft of the HSG 40 to the rotation position of the HSG 40, so that the HSG 40 as an electric motor generates a signal with the same frequency as the frequency of the vibration included in the rotation speed of the engine 20 as the vibration source.

[0038] For example, assuming that the rotation angle of the engine 20 as the vibration source is θ 1 , considering the vibration period and the pulley ratio included in the rotation speed of the engine 20, the rotation angle θ of the HSG 40 2 It is given by Equation 1 below.

[0039] [Equation 1]

[0040] θ 2 =r 1 r 2 θ 1

[0041] In equation 1, r 1 refers to the number of vibrations (power strokes) per rotation cycle of the engine 20, and r 2 Refers to a pulley ratio between pulleys respectively connected to the rotation shafts of the engine 20 and the HSG 40 through belts.

[0042] A unit sine wave reference signal of magnitude 1 is generated by using Equation 1, as shown in Equation 2 below.

[0043] [Equation 2]

[0044] x(k)=sin r 1 r 2 θ 1

[0045] In equation 1, r 1 Refers to the number of times fuel explosions occur in the engine during one rotation of the engine's rotating shaft. For example, if the engine 20 is a four-cylinder four-stroke internal combustion engine, then r 1 It is 2, because mechanically two explosions occur for each rotation.

[0046] The reference signal generator 11 can be configured to input the ratio of the vibration period of the engine 20 and the ratio between the pulley connected to the rotating shaft of the engine 20 and the pulley connected to the rotating shaft of the HSG 40 to the rotational position of the HSG 40, and realize an output corresponding to the input (i.e., a reference signal) in the form of a predetermined mapping.

[0047] As another method of calculating the reference signal, the electrical angle change of the motor's position signal can be divided by considering the pulley ratio between the vibration source and the motor and the ratio of the vibration frequency of the above-mentioned vibration source to the basic rotation frequency, and the sine value of the position angle can be taken to calculate the reference signal.

[0048] The adaptive filter 13 sets a filter coefficient that minimizes (e.g., 0) an error value of the speed y(k)*** of the HSG 40 controlled based on the speed d(k) of the engine 20 and the reference signal x(k), and filters the reference signal generated in the reference signal generator 11 by using the set filter coefficient.

[0049] The adaptive filter 13 may include a filter coefficient calculator 131 and a variable filter 133 .

[0050] The filter coefficient calculator 131 may receive the error value output from the subtractor 17 to calculate the difference between the actual engine speed d(k) and the actual HSG speed y(k)***, and calculate the filter coefficient w(z)=b by using a recursive least squares (RLS) algorithm. 0 、b 1 Thereby minimizing the received error value.

[0051] The variable filter 133 may filter the reference signal x(k) by applying the filter coefficient calculated in the filter coefficient calculator 131. The variable filter 133 may be a finite impulse response (FIR) filter or an infinite impulse response (IIR) filter.

[0052] If the variable filter 133 is implemented in the form of a FIR filter, the output is given by the following Equation 3.

[0053] [Equation 3]

[0054] y(k)=H(z)x(k),H(z)=b 1 z -1 +b 0

[0055] In Equation 3, H(z) is a FIR filter, and b 0 and b 1 is the filter coefficient determined in the filter coefficient calculator 131. Furthermore, in Equation 3, the variable filter 133 is implemented in the form of a first-order variable filter, but the order of the variable filter 133 may be second-order or higher as necessary.

[0056] The reference signal x(k) is filtered by applying the filter coefficient calculated in the filter coefficient calculator 131, so that the signal y(k) output from the variable filter 133 can be a reference torque signal (size is 1) of the motor, in which the error value between the engine speed d(k) and the HSG speed y(k)*** is minimized. The reference torque signal is a torque command that can control the torque of the HSG in consideration of the vibration generated by the engine, to which the vibration occurrence period (or vibration occurrence frequency) is applied, and the reason for the name of the reference torque signal is that its size is a unit size of 1.

[0057] The torque compensator 15 adjusts the magnitude of the reference torque signal y(k) output from the adaptive filter 13 based on the engine torque Te, and adds the torque command of the HSG 40 calculated in a separate controller to the adjusted reference torque signal y(k)*, thereby generating a final torque command y(k)** of the HSG 40.

[0058] Figure 3 and 4 is a detailed block diagram showing an example of a torque compensator applied to the apparatus for reducing belt slip according to various embodiments of the present invention.

[0059] First, refer to Figure 3 The torque compensator 15 of the apparatus for reducing belt slip according to the embodiment of the present invention may further include an amplitude multiplier 153 and a torque adder 155 .

[0060] The amplitude multiplier 153 multiplies the reference torque signal y(k) by a torque value Te corresponding to the magnitude of the output torque of the engine, thereby generating a belt slip compensation torque signal y(k)* for reducing belt slip. In other words, the amplitude multiplier 153 generates the belt slip compensation torque signal y(k)* by converting the amplitude of the reference torque signal y(k) having a magnitude of 1 into a level corresponding to the motor torque.

[0061] The torque value Te corresponding to the magnitude of the output torque of the engine, which is multiplied by the reference torque signal y(k) in the amplitude multiplier 153, can be the real-time output torque of the engine, a value obtained by multiplying the real-time output torque of the engine by a predetermined proportional coefficient β, or a value obtained by multiplying a predetermined fixed engine torque by a proportional coefficient β.

[0062] The torque adder 155 adds the torque command of the HSG 40 received from the separate controller and the belt slip compensation torque signal y(k)* calculated in the amplitude multiplier 153 , thereby finally determining the torque of the HSG 40 .

[0063] The signal output from the amplitude multiplier 153 is the belt slip compensation torque signal y(k)*. In other words, the belt slip compensation torque signal y(k)* output from the amplitude multiplier 153 is the torque required to compensate for the belt slip caused by the vibration caused by the engine explosion. In order to realize the starter and generator functions of the vehicle, which are the original functions of the HSG 40, the torque command of the HSG 40 can be provided to the HSG 40 through a separate controller (e.g., a hybrid control unit (HCU)).

[0064] Therefore, in order to control the HSG 40 to perform its original function, the torque adder 155 generates a final torque command y(k)** for controlling the HSG 40 by combining the torque command determined in the separate controller with the belt slip compensation torque signal as described above, and transmits it to the HSG 40.

[0065] The rotation of the HSG 40 is controlled by the final torque command y(k)**. Here, the rotor position of the HSG 40 may be detected by a rotation angle detector (not shown) provided in the HSG 40, and the rotation speed y(k)*** of the HSG 40 may be derived by differentiating the detected rotor position.

[0066] An error value corresponding to the difference between the engine speed d(k) and the speed y(k)*** of the HSG 40 can be calculated by the subtractor 17, and the error value is provided to the filter coefficient calculator 131 as described above so that a filter coefficient that can minimize the error value (can converge to zero) can be calculated.

[0067] As described above, an embodiment of the present invention is configured to control the HSG by deriving a torque command capable of minimizing an error value corresponding to a difference between the engine rotation speed d(k) and the HSG 40 rotation speed y(k)***, thereby suppressing slippage of a belt connecting the rotating shafts of the engine and the HSG to each other.

[0068] In particular, the embodiment of the present invention is configured to suppress belt slippage by controlling the rotation of a motor without requiring a separate mechanism or changing a conventional equipment configuration, thereby not incurring additional costs.

[0069] Figure 4 The embodiment shown is similar to Figure 3 The embodiment shown differs in that the torque compensator 15 also includes a phase compensator 151. Figure 4 In FIG. 1 , the phase compensator 151 is shown as belonging to the torque compensator 15 , but in actual implementation, the phase compensator 151 may be implemented separately from the torque compensator 15 , or may be implemented in an adaptive filter.

[0070] Figure 4 The embodiment further includes a phase compensator 151. The phase compensator 151 is provided to compensate for the phase difference between the engine speed d(k) and the reference signal x(k) calculated in the reference signal generator 11 (whose frequency is the same as the frequency of the vibration component caused by the engine explosion). Figure 4 The embodiment can control the engine speed causing the belt slip and the motor speed compensating the belt slip to occur more accurately in the same phase by compensating the phase difference between the engine speed d(k) and the reference signal x(k).

[0071] In order to compensate for belt slip, the phase compensator 151 rotates the HSG 40 by an angle θ 2 The reference signal generated in the reference signal generator 11 is differentiated and the speed signal is calculated as in Equation 4. Based on the speed signal and the coefficient determined by the filter coefficient calculator 131, the phase difference between the reference signal generated in the reference signal generator 11 and the speed of the engine 20 is given by the following Equation 5.

[0072] [Equation 4]

[0073] ω 2 =r 1 r 2 ω 1

[0074] [Equation 5]

[0075]

[0076] In Equation 4 and Equation 5, ω refers to the rotation speed (speed signal) calculated by differentiating the rotation angle, α refers to the phase difference, and T s Refers to the data collection time interval for phase compensation calculation, that is, the sampling time.

[0077] The phase compensator 151 generates a reference torque signal y(k) by reflecting the phase difference shown in Equation 5. In other words, Figure 3 In the embodiment shown, the reference torque signal y(k) is obtained by using the reference signal "x(k) = sinθ 2 " to calculate, but in Figure 4 In the embodiment of the present invention, the reference torque signal y(k) can be obtained by using a reference signal with phase compensation "x(k) = sin(θ 2 +α)” to determine.

[0078] Figure 4 The amplitude multiplier 153 and torque adder 155 shown have the same Figure 3 The same configuration as described above and its operation are also the same, so repeated description will be omitted.

[0079] Figure 5 is a block diagram showing a signal transmission structure of an apparatus for reducing belt slip according to various embodiments of the present invention.

[0080] Figure 5 The elements shown can be added in various ways to Figure 2 More precise signal transmission is performed during the signal transmission process shown.

[0081] For example, the band pass filters (BPF) 191, 195 can calculate the error value by passing only the frequencies in the frequency band corresponding to the engine vibration causing the slip in the engine speed signal d(k) and the speed signal y(k)*** of the HSG 40 input to the subtractor 17, respectively. This allows the error value calculated by the subtractor 17 to be calculated more accurately in the frequency band where the belt slip occurs.

[0082] Furthermore, the band pass filter (BPF) 197 is capable of passing only the frequencies in the frequency band corresponding to the engine vibration causing the slip in the signal representing the error value calculated in the subtractor 17, thereby providing it to the filter coefficient calculator 131. The BPF 197 also allows the error value corresponding to the frequency band in which the belt slip occurs to be provided to the filter coefficient calculator 131, thereby enabling the filter coefficient of the filter coefficient calculator 131 to be generated more accurately.

[0083] In addition, in the case where the transfer function of the belt system needs to be considered when calculating the difference between the engine speed and the HSG speed in order to calculate the belt slip, the additional phase compensator 193 applies a predetermined additional phase compensation formula C(k) to perform additional phase compensation, thereby being able to more accurately match the engine vibration and the drive phase of the HSG that suppresses the engine vibration.

[0084] In the above description, specific elements for detecting the rotation angle of the engine or HSG (motor), specific elements for deriving the rotational speed from the detected rotational angle, or specific elements for detecting the engine torque have been omitted, but can be easily implemented by various detection means and calculation techniques known in the art.

[0085] Although exemplary embodiments of the present invention have been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims.

Claims

1. A device for reducing belt slippage in a vehicle, wherein: A vehicle includes an engine as a vibration source and an electric motor connected to the engine through a belt to transmit engine torque, the device comprising: a signal generator configured to generate a reference signal having a frequency corresponding to an engine vibration causing belt slip; An adaptive filter is configured as: calculating a filter coefficient to eliminate an error value between the rotation speed of the engine and the rotation speed of the electric motor; and applying the calculated filter coefficients to the reference signal to generate a reference torque signal to drive the motor; and The torque compensator is configured as follows: generating a belt slip compensation torque signal by varying the amplitude of the reference torque signal based on the torque of the engine; and The belt slip compensation torque signal is applied to determine the final torque command to the motor.

2. The device for reducing vehicle belt slippage according to claim 1, wherein: The signal generator determines the reference signal by taking into account the number of power strokes occurring within one rotation cycle of the engine and a pulley ratio between a pulley coupled to the rotating shaft of the engine using a belt engaging the engine and a pulley coupled to the rotating shaft of the motor.

3. The device for reducing vehicle belt slippage according to claim 2, wherein: The signal generator generates the reference signal using the following equation: [x(k)=sin r1r2θ1], Where θ1 is the engine's rotational angle, r1 is the number of power strokes per rotation of the engine, and r2 is the pulley ratio.

4. The device for reducing vehicle belt slippage according to claim 1, wherein: The adaptive filter is further configured as: calculating the filter coefficients to minimize the error value between the actual speed of the engine and the actual speed of the motor; and The reference signal is filtered by applying the filter coefficient, thereby generating a reference torque signal of the motor having a vibration occurrence frequency by reflecting a power stroke of the engine to the motor.

5. The device for reducing vehicle belt slippage according to claim 4, wherein: The adaptive filter calculates filter coefficients using a recursive least squares algorithm to minimize an error value.

6. The device for reducing vehicle belt slippage according to claim 4, wherein: The adaptive filter has a finite impulse response format or an infinite impulse response format.

7. The device for reducing vehicle belt slippage according to claim 1, wherein: The torque compensator is further configured as: The magnitude of the reference torque signal is changed by multiplying the reference torque signal having a magnitude of 1 by a torque value corresponding to the magnitude of the engine torque, thereby generating a belt slip compensation torque signal; and The belt slip compensation torque signal is added to a torque command for the motor received from a separate controller to produce a final torque command for the motor.

8. The device for reducing vehicle belt slippage according to claim 7, wherein: The torque value corresponding to the magnitude of the engine output torque is the actual output torque of the engine, or a value obtained by multiplying the actual output torque by a predetermined proportionality coefficient, or a value obtained by multiplying a predetermined fixed engine torque by a predetermined proportionality coefficient.

9. The device for reducing vehicle belt slippage according to claim 1, further comprising: A phase compensator is configured to compensate for a phase difference between an actual speed of the engine and a reference signal.

10. The device for reducing vehicle belt slippage according to claim 9, wherein: The phase compensator: calculating the speed of the motor by differentiating the rotational angle of the motor, wherein the rotational angle of the motor is determined by applying the number of power strokes occurring in one rotational cycle of the engine and a pulley ratio between a pulley coupled to a rotating shaft of the engine using a belt engaging the engine and a pulley coupled to a rotating shaft of the motor to the rotational angle of the engine; and A phase difference is calculated based on a filter coefficient of the adaptive filter and the calculated motor speed, thereby compensating the phase difference for the rotation angle of the motor.

11. The device for reducing belt slippage in a vehicle according to claim 10, wherein: The rotation angle (θ2) of the motor is calculated by the following equation: θ2=r1r2θ1, Where r1 is the number of power strokes per revolution of the engine, and r2 is the pulley ratio, Wherein the speed (ω2) of the motor is determined by differentiating the equation θ2=r1r2θ1 as follows: ω2=r1r2ω1, where ω1 is the speed of the engine, and The phase difference (α) is determined by the following equation: Where b0, b1 are the filter coefficients of the adaptive filter, and T s is the data collection time interval.

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