JP2001073911A - Clutch control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To absorb impact at the time of starting of engine from a driving state of auxiliary equipment, and improve startability of the engine. SOLUTION: In this clutch device, at starting of engine from a motor driven state of a compressor, after a compressor clutch is turned OFF (S310), a crank clutch is turned ON (S320). When some degrees of rotation inertia force I applied to the engine driven by a rotating machine (S340: YES), the compressor clutch is turned ON again (S350). At this time, since difference between the rotation inertia force of the engine and the rotation inertia force of the compressor becomes sufficiently small, impact load can be restrained to be small at the time of connecting of the compressor clutch. Since the rotation inertia force of the compressor is transmitted via belt to a crankshaft of the engine and is urged rotation of the crankshaft together with rotation driving force of the rotating machine, startability of the engine is improved.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch control device for switching between electric drive of an engine and an auxiliary machine, and more particularly, to shock reduction when starting an engine from a drive state of an auxiliary machine.
And a clutch control device for improving the startability of the engine.

[0002]

2. Description of the Related Art Conventionally, when a vehicle stops at an intersection or the like while driving in an urban area, the engine is automatically stopped under predetermined stop conditions, and then the engine is automatically restarted under predetermined start conditions. There are known systems which save fuel or improve exhaust emissions. Such a system is expected to be applied particularly to route buses, but if the engine is stopped when the vehicle is stopped, auxiliary equipment such as the air conditioner compressor will also be stopped. There was a concern that passengers would feel uncomfortable.

In view of such a problem, for example, Japanese Patent Application Laid-Open
In the system described in Japanese Patent Application Laid-Open No. 79915/1992, a rotating electric machine capable of rotationally driving the engine and the auxiliary equipment and a clutch on the output shaft are connected on the output shaft in order to prevent even the auxiliary equipment from operating after the engine is stopped. A configuration is disclosed in which the clutch is disengaged when the engine is stopped when the engine is stopped, while the shaft output of the rotating electric machine can be continuously transmitted to the drive shaft of the auxiliary machine. According to such a configuration, the driving state of the compressor can be maintained even when the engine is stopped at a traffic light or the like, so that the cooling capacity of the air conditioner can be effectively exerted continuously.

[0004]

However, in the system described in this publication, when the clutch is connected to make the rotating machine function as a starter when the engine is restarted, the inertia force of the rotating auxiliary machine causes the engine to rotate. A large impact load occurs on the crankshaft. On the contrary, since the reaction force generated at this time lowers the rotation speed of the compressor, a large load torque is required to increase the rotation speed again. Since the load torque is applied by the engine torque, there is a problem that the engine speed does not increase smoothly and the start of the engine is delayed.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a clutch control device which can reduce the impact when starting the engine from the driving state of the auxiliary equipment and improve the startability of the engine.

[0006]

According to a first aspect of the present invention, there is provided a clutch control device for achieving the above object.
A rotating machine that rotationally drives the engine and at least one auxiliary machine through the driving force transmitting means, and a first state that is connected or disconnected in order to connect or disconnect the engine to or from the driving force transmitting means. Clutch means, a second clutch means to be connected or disconnected to connect or disconnect an auxiliary device to or from the driving force transmitting means, and the first clutch means and the second clutch means And a clutch switching control means for switching between a connected state and a disconnected state, respectively.

When the engine is started, when the second clutch means is in a connected state and the auxiliary machine is driven by the rotating machine, the clutch switching control means controls the second clutch means. The engine is driven by the rotating machine by switching to the disconnected state and switching the first clutch means to the connected state.

With such a configuration, when the engine is started, the connection between the accessory and the driving force transmitting means is temporarily released. Therefore, the conventional problem that the rotational inertia force of the auxiliary machine is transmitted to the stopped engine crankshaft to generate an impact load can be avoided. Further, in this case, the rotational driving force of the rotating machine is used only as a starter for promoting the rotation of the engine, so that the startability of the engine is improved.

On the other hand, at this time, the rotational driving force from the rotating machine to the auxiliary machine is temporarily released, but the auxiliary machine can idle while maintaining a certain rotational force due to its own rotational inertia force. As a result, the capability of the auxiliary machine is not particularly reduced within a limited time.

After the engine obtains a predetermined rotational inertia by the rotating machine, the clutch switching control means:
The second clutch is switched to the connected state. The expression "obtain a predetermined rotational inertia force" means that the crankshaft of the engine obtains a certain rotational force from a stopped state.
For example, a time after a predetermined time has elapsed after the crankshaft starts rotating may be defined as “when a predetermined rotational inertia force is obtained”.

According to the above configuration, when the second clutch means is switched to the connected state, the relative load generated between the rotational inertia force of the engine and the rotational inertia force of the auxiliary device when the auxiliary device is connected is somewhat increased. Because of the small size, it is possible to suppress the impact load generated in the drive system at the time of connecting the auxiliary machine.

[0012] Further, the above-mentioned "when a predetermined rotational inertia force is obtained" may be determined based on the engine speed. That is, the clutch control means according to the second aspect is provided with an engine speed detecting means for detecting the engine speed. Then, as described above, when the second clutch means is switched to the non-engaged state by the clutch switching control means and the engine is driven to rotate by the engagement of the first clutch means, the engine speed detecting means changes the engine speed. Find the number. Then, when it is detected that the engine speed has reached the predetermined value, the clutch switching control means switches the second clutch means to the connected state again, and restarts the rotation drive of the auxiliary machine.

Here, the "predetermined value" means that the engine speed increases to some extent due to driving by the rotating machine,
The rotation speed is smaller than the rotation speed of the idle accessory, but means the rotation speed when the difference becomes smaller to some extent. In other words, the "predetermined value" means a rotation speed at which the rotation speed of the accessory does not decrease so much due to the reaction force due to the load torque of the engine even when the accessory is again connected.

According to the above configuration, when the second clutch means is switched to the connected state, the engine speed has increased to some extent, and the relative rotational force generated between the rotational inertia force of the engine and the rotational inertia force of the auxiliary machine has increased. Since the overall load is sufficiently small, it is possible to reduce the impact load generated in the drive system when the auxiliary machine is connected. At this time, the rotational inertia of the auxiliary machine is transmitted to the engine having a slightly lower rotational speed via the driving force transmitting means, so that the rotation of the engine is promoted.
An additional effect is obtained that the engine speed can be smoothly increased to a desired speed.

According to a third aspect of the present invention, the clutch control device stops the engine when a predetermined stop condition is satisfied and restarts the engine when a predetermined start condition is satisfied. It is effectively applied to vehicles equipped with an automatic stop / start device. In such a vehicle, the automatic stop and start of the engine are frequently performed, so that the effect of the above-described configuration aimed at reducing the impact load at the start and improving the startability is remarkably exhibited.

Specifically, the clutch control device includes:
An engine start condition determining means for determining whether or not the predetermined engine start condition is satisfied; and when the engine start condition determining means determines that the engine start condition is satisfied, the rotating machine includes at least one supplementary engine. Drive state determining means for determining whether or not the machine is being driven.

The clutch switching control means is configured to execute switching of the first clutch means and the second clutch means based on the determination results of the engine start determination means and the drive state determination means. Have been. In this case, when the engine start determining means determines that the engine start condition is satisfied, and when the drive state determining means determines that the rotating machine is driving the auxiliary machine, the control by the clutch switching control means is performed. The processing is executed.

Further, as a specific example of the driving force transmitting means, for example, as set forth in claim 4, pulleys respectively connected to the rotating shaft of the rotating machine, the crankshaft of the engine, and the rotating shaft of the auxiliary machine. And a belt interposed between these pulleys, but other than this, a gear unit or the like may be used.

Further, as the auxiliary machine, various machines such as an alternator, a P / S (power steering system) pump, and the like, which are driven by an engine or a rotating machine (motor), are applicable. As described above, if the auxiliary device is configured as a compressor for a vehicle air conditioner,
A stable start of the engine can be realized without lowering the cooling capacity of the air conditioner when the engine is stopped.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings. In this embodiment, the clutch control device according to the present invention is applied to an AT vehicle. FIG.
Shows the system configuration.

This system includes an engine 1, a compressor 43 for an air conditioner mounted on a vehicle, a rotating machine 41 which functions as a starter for the engine 1 and drives the compressor 43 to rotate. The engine 1 is provided with an injector 3, an igniter 7, and the like, and an automatic transmission 9 is connected to an output shaft of the engine 1. Engine 1
An intake manifold 11 and an exhaust manifold 13 are connected to each of the cylinders, and the intake manifold 11 is provided with a throttle valve 15 interlocked with an accelerator pedal 14. In addition, a parking brake 17 is provided in the vehicle.

As shown in FIG. 2, the crankshaft of the engine 1, the output shaft of the rotating machine 41, and the driving shaft of the compressor 43 are provided with a crank pulley 1a, a rotating machine pulley 41a, a compressor pulley provided at each shaft end. The coupling of the belts 43a with the belt 48 enables the transmission and reception of torque between the respective members. In transmitting this torque,
An idle pulley 47 for providing a predetermined frictional resistance is interposed between each of the pulleys and the belt 48.

A rotating machine clutch 40 is provided on an output shaft of the rotating machine 41, a compressor clutch 42 is provided on a drive shaft of the compressor 43, and a crank clutch 44 is provided on a crank shaft. The rotating machine clutch 40, the compressor clutch 42, and the crank clutch 44 may be anything as long as they can be connected and released.
For example, a small and lightweight electromagnetic clutch can be applied. Since the electromagnetic clutch is well known, a description of its structure and operation will be omitted here. The driving force from the rotating machine 41 is transmitted to the engine 1 and the compressor 43 by setting the rotating machine clutch 40, the compressor clutch 42, and the crank clutch 44 to the engaged state.
Further, an inverter 45 for controlling the amount of electric power is connected to the rotating machine 41, and the inverter 45 is connected to a battery 46 for charging and supplying power.

The throttle valve 15 is provided with a throttle position sensor 15a for detecting its opening and an idle switch 15b for detecting a fully closed state.
An engine speed sensor 24 for detecting the engine speed is provided near the end of the output shaft. Further, the automatic transmission 9 is provided with a vehicle speed sensor 23 for detecting a vehicle speed based on the rotation speed of the output shaft.

The parking brake 17 is provided with a parking brake switch 25 for outputting a parking brake signal when activated, and a display panel 19 arranged in front of the driver's seat displays various warnings such as the operating state of the parking brake 17. An indicator lamp 27 for transmitting to the driver is provided.
The ignition switch 20 that outputs an electric signal to the inverter 45 when the engine 1 starts is provided at a predetermined location in front of the driver's seat.

The injector 3 is connected to the electronic control unit 37 via the fuel relay 31, the igniter 7 is connected to the ignition relay 35, and the rotating machine 41 is connected to the electronic control unit 37 via the inverter 45. This electronic control unit 37 includes:
To input various signals, the ignition primary coil 7a of the igniter 7, the throttle position sensor 15a, the idle switch 15b, the ignition switch 20, the vehicle speed sensor 23, the engine speed sensor 24, the parking brake switch 25, the door switch 39a, Defogger switch 3
9b, clutch switch 39c, air conditioner switch 39
d, brake stroke sensor 39e, battery voltage sensor 39f, water temperature sensor 39g, and vehicle room temperature sensor 39h
Are connected, and an indicator lamp 27, a fuel relay 31, an inverter 45, an ignition relay 35, a rotating machine clutch 40, a compressor clutch 42, and a crank clutch 44 are connected to output various signals.

The door switch 39a is turned on when the door is closed, and the defogger switch 39b
Is turned on when the defogger for defrosting is operating, and the clutch switch 39c is turned on when the clutch is engaged. FIG. 3 shows an example of the configuration of the electronic control unit 37 in detail.

As shown in the figure, the electronic control unit 37 includes a CPU 37a for controlling various devices, a ROM 37b in which various numerical values and programs are written in advance, a RAM 37c in which numerical values and flags in the operation process are written in a predetermined area,
An A / D converter (ADC) 37d for converting an analog input signal into a digital signal, an input / output interface (I / O) 37e for receiving various digital signals and outputting various digital signals, and these devices are respectively connected. Bus line 37f.
Note that the program shown in the flowchart described below is a ROM
37b.

The I / O 37e includes an idle signal from the idle switch 15b, an engine speed signal from the primary ignition coil 7a, a start signal from the ignition switch 20, a parking brake signal from the parking brake switch 25, and a vehicle speed sensor. Speed signal from 23,
An engine speed signal from the engine speed sensor 24,
Door signal from door switch 39a, defogger signal from defogger switch 39b, clutch switch 39
c, a clutch signal from the air conditioner switch 39d, and an ignition signal from the ignition switch 20. The ADC 37d receives a battery voltage signal from a battery voltage sensor 39f, a water temperature signal from a water temperature sensor 39g, and a throttle position. Sensor 1
The throttle position signal from 5a, the brake stroke signal from the brake stroke sensor 39e, and the vehicle room temperature signal from the vehicle room temperature sensor 39h are input.

The CPU 37a executes various calculations based on these various signals, and outputs an ignition cut and ignition signal, a fuel cut and fuel injection signal,
It outputs a rotating machine output torque signal, a driving signal of the display panel 19, a rotating machine clutch signal, a compressor clutch signal, and a crank clutch signal.

Next, control processing executed by the system of the present embodiment will be described with reference to the flowcharts of FIGS. First, an automatic stop / start process of the engine according to the present embodiment will be described with reference to FIG.

This processing is performed by the ignition switch 20
Is ON (S110: YES), the program is started, and the following processing is executed. When the program is started, first, it is determined whether or not the engine 1 is stopped (S120). When it is determined that the engine 1 is stopped (S120: YES), an engine start (idle start) program is executed (S13).
0). On the other hand, when it is determined in S120 that the engine 1 is not stopped (is being driven) (S12)
0: NO), an engine stop (idle stop) program is executed (S140).

FIG. 5 shows a flow relating to automatic start (idle start) control of the engine. This process is intended to reduce the impact at the time of starting the engine and to improve the startability of the engine, particularly when the auxiliary machine is being driven at the time of starting the engine. Note that the auxiliary machine mentioned here corresponds to the compressor 43 described above.

First, it is determined whether a predetermined engine start condition is satisfied (S210). This judgment is
For example, the engine start condition may be satisfied if the vehicle speed detected by the vehicle speed sensor 23 is zero and the brake stroke is 15% to 20% or less by the brake stroke sensor 39e.

When it is determined that the engine start conditions are satisfied (S210: YES), it is determined whether the rotating machine 41 for driving the compressor 43 is being driven (S220). When it is determined that the rotating machine 41 is being driven (S220: YES), a compressor electric / engine start switching process described later is executed (S230).

On the other hand, when it is determined in S220 that the rotating machine 41 is stopped (S220: NO), the crank clutch 44 and the rotating machine clutch 40 are used to make the rotating machine 41 function as a starter of the engine. They are connected (S240, S250). At this time, the ECU 3
7 outputs a cranking signal to the engine 1, the rotating machine 41 is electrically operated, fuel injection and ignition are started, and the engine starts to be started (S260, S27).
0). At this time, it is determined whether or not the air conditioner switch is turned on (S270). If it is determined that the air conditioner switch is turned on, the compressor clutch 42 is turned on, and the driving force of the rotating machine 41 and the engine 1 is driven. Drives the compressor 43 (S280).

FIG. 6 shows a flow relating to the compressor electric / engine start switching process. This process is a clutch control process for reducing the impact when starting the engine 1 while the air conditioner of the vehicle is operating (while the compressor 43 is being driven) and improving the startability of the engine 1.

First, the compressor clutch 42 is turned off (S310). This is the compressor clutch 42
When the engine 1 is started with the engine turned on, the rotational inertia of the rotating compressor 43 is immediately transmitted to the crankshaft of the stopped engine 1 to cause an impact load on the drive system. It is for suppressing.

Then, the crank clutch 44 is turned on (S320). At this time, since the rotating machine 41 is operating electrically, the crankshaft starts to rotate by the rotation driving force. At the same time, fuel injection and ignition control are performed (S33).
0), the engine speed gradually increases. At this time, even after the compressor clutch 42 is turned off, the compressor 43 continues to rotate for a predetermined time due to its own rotational inertial force, so that the cooling function of the air conditioner does not decrease.

Then, it is determined whether or not the engine speed has reached a first predetermined value, that is, a speed (for example, about 50 rpm) at which the rotational inertia of the engine 1 is considered to be provided to some extent although the speed is relatively low. Is determined (S34)
0). This is, in other words, the compressor clutch 42
Is turned on again and connected to the drive train, the engine 1
The determination is made as to whether or not the condition that the rotation of the compressor 43 is not so hindered by the torque reaction force from the side is satisfied. When it is determined that the engine speed has reached the first predetermined value (S340: YE
S), the compressor clutch 42 is turned on again.
At this time, the compressor 43 is still rotating at a high speed due to its own rotational inertia, and the engine speed has also increased to some extent as described above. That is, the difference between the rotational inertia of the engine 1 and the rotational inertia of the compressor 43 is sufficiently small. Therefore, the impact load caused by such a difference in the rotational inertia force when the compressor clutch 42 is connected can be reduced. Conversely, the rotational inertia force of the compressor 43 is transmitted to the crankshaft of the engine 1 via the belt 47 and is combined with the rotational driving force of the rotating machine 41 to promote the rotation of the crankshaft, thereby improving the startability of the engine. An additional effect is obtained.

Then, it is determined whether or not the engine speed has reached a second predetermined value, that is, a speed (for example, 300 rpm) sufficient for stable combustion of the internal combustion engine (S360). If it is determined that the engine speed has reached the second predetermined value, it is considered that the engine has been started, and the rotating machine clutch 40 is turned off and the rotating machine is stopped (S370, S380). After that, the compressor 43 is driven by the engine 1.

FIG. 7 shows a flow concerning the automatic stop (idle stop) of the engine. S1 shown in FIG.
If it is determined in S20 that the engine 1 is not stopped (is being driven) (S120: NO), the engine stop control program shown in FIG. 7 is executed (S140).

In this process, first, it is determined whether a predetermined engine stop condition is satisfied (S410). This determination is made on the condition that the brake stroke sensor 39e detects that the brake is depressed by a predetermined value or more, and that the vehicle speed detected by the vehicle speed sensor 23 is zero. It can be assumed that the stop condition has been satisfied.

When it is determined that the predetermined engine stop condition is satisfied (S410: YES), fuel injection and ignition are stopped, and the engine is automatically stopped (S4).
20). At this time, it is determined whether or not the switch of the air conditioner is turned on (S430). If it is determined that the switch of the air conditioner is turned on (S430: Y)
ES), in order to maintain the driving state of the compressor 43 by the rotating machine 41 instead of the engine, the crank clutch 4
4 is turned off, and the rotating machine clutch 40 is turned on to drive the rotating machine 41 (S440, S450, S46).
0). On the other hand, if it is determined that the switch of the air conditioner has not been turned on (S430: NO), the process proceeds to normal engine control.

If it is determined in S410 that the predetermined engine stop condition is not satisfied (S4
10: NO), the routine is shifted to the normal engine control. By the above-described series of operations, even when the engine is stopped, it is possible to maintain the cooling capacity of the air conditioner, and to realize a smooth start of the engine from the air conditioner operating state.

In this embodiment, the ECU 37 corresponds to engine start condition determining means, drive state determining means, and clutch switching control means, the crank clutch 44 serves as first clutch means, and the compressor clutch 42 serves as second clutch means.
The crank pulley 1a, the rotating machine pulley 41a, the compressor pulley 43a, and the belt 47 correspond to the driving force transmitting means, and the engine speed sensor 24 corresponds to the engine speed detecting means.

Then, of the processing executed by the ECU 30,
The processing of S210 shown in the flowchart of FIG. 5 corresponds to the processing as the engine start condition determining means, and S220 corresponds to the processing as the driving state determining means, and S230 and S24.
0 to S290 and S310 to S370 correspond to the processing as clutch switching control means.

The embodiments of the present invention have been described above. However, the embodiments of the present invention are not limited to the above-described embodiments, and may take various forms within the technical scope of the present invention. Needless to say. For example, in the embodiment shown in FIG. 1, the compressor clutch 42 and the crank clutch 44 are disposed on the drive shaft and the crank shaft of the compressor 43, respectively, and the output shaft of the rotating machine, the drive shaft of the compressor 43, and the crank shaft are connected. , One belt 47
However, as shown in FIG. 8, both the compressor clutch 42 and the crank clutch 44 are installed on the output shaft of the rotating machine 41, and
Two pulleys are installed on one output shaft, and the compressor 4
The belt 3 and the crankshaft may be separately connected by belts 48,48.

Further, in the above-described embodiment, an example has been described in which the clutch control device of the present invention controls the crank clutch 44 of the engine 1 and the compressor clutch 42 of the compressor 43 which is an auxiliary device. The control device can also be applied to a mode in which other auxiliary devices such as an alternator and a P / S (power steering system) pump are connected via respective clutches in addition to the compressor 43. In this case, these other accessories are controlled in the same manner as the compressor 43 of the above embodiment. Further, as schematically shown in FIG. 9, the clutch control device of the present invention can be applied to a system in which the rotating machine 41 drives a plurality of the auxiliary machines. In this case, at the time of starting the engine, when at least one accessory is in the driving state, the compressor electric / engine start switching process is executed.

In the above-described embodiment, the mode in which the rotating machine 41 is used as an electric motor is described. However, by transmitting the power of the engine 1 to the rotating machine 41, the rotating machine 41 is made to function as a generator. May be. In this case, the inverter 45 switches between power generation and electric power,
The electric power is controlled, and the generated electric power is charged into the battery 46 via the inverter 45.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a system to which a clutch control device of the present invention is applied.

FIG. 2 is a configuration diagram showing a connection state of a power transmission portion according to the embodiment of the present invention.

FIG. 3 is a control device (ECU) according to an embodiment of the present invention.
FIG. 2 is a configuration diagram showing an input / output relationship of the first embodiment.

FIG. 4 is a flowchart showing a control program executed by the control device.

FIG. 5 is a flowchart showing a part of a control program executed by the control device.

FIG. 6 is a flowchart showing a part of a control program executed by the control device.

FIG. 7 is a flowchart showing a part of a control program executed by the control device.

FIG. 8 is a configuration diagram of a modified example of a power transmission portion to a compressor.

FIG. 9 is a configuration diagram of a modified example of a power transmission portion to a compressor.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine 1a ... Crank pulley 3
... injector, 7 ... igniter, 9 ...
Automatic transmission, 11 ... intake manifold, 13
... Exhaust manifold, 14 ... Accelerator pedal, 15 ... Throttle valve, 20 ... Ignition switch, 23 ... Vehicle speed sensor, 24
..Engine speed sensor, 31 ... fuel relay,
35: ignition relay, 37: electronic control unit, 4
0 ... rotating machine clutch 41 ... rotating machine 41
a ... rotating machine pulley, 42 ... compressor clutch, 43 ... compressor, 43a ... compressor pulley, 44 ... crank clutch, 47 ...
・ Idle pulley, 48 ・ ・ ・ Belt

Claims (5)

[Claims] A rotating machine that rotationally drives an engine and at least one auxiliary machine through a driving force transmitting means; and a connected state or an unconnected state for connecting or disconnecting the engine to or from the driving force transmitting means. First clutch means to be engaged; second clutch means to be engaged or disengaged for connecting or disconnecting the accessory to or from the driving force transmitting means; and the first clutch. Means and a clutch switching control means for switching the second clutch means to a connected state or a non-connected state, respectively, when the engine is started, the second clutch means is in a connected state, When the machine is being driven by the rotating machine, the clutch switching control means switches the second clutch means to a non-engaged state, and sets the first clutch means By switching to the engaged state, the engine is driven by the rotating machine, and after the engine obtains a predetermined rotational inertial force by the rotating machine, the clutch switching control means connects the second clutch means to the connected state. A clutch control device, characterized in that the clutch control device is configured to switch to (i). 2. The clutch control device according to claim 1, further comprising: an engine speed detecting means for detecting an engine speed, wherein the clutch switching control means switches the second clutch means to a non-engaged state. After that, when the engine speed detected by the engine speed detecting means reaches a predetermined value, the clutch switching control means is configured to switch the second clutch means to the connected state again, A clutch control device, wherein a rotational inertia force of the auxiliary machine is transmitted to the engine via the driving force transmitting means to promote rotation of the engine. 3. The clutch control device according to claim 1, wherein the engine is stopped when a predetermined stop condition is satisfied,
An engine start condition determining unit that is applied to a vehicle equipped with an engine automatic stop / start device that restarts the engine when a predetermined start condition is satisfied, and that determines whether the predetermined engine start condition is satisfied; When the engine start condition judging unit judges that the engine start condition is satisfied, a driving state judging unit that judges whether the rotating machine is driving at least one of the auxiliary machines, The clutch switching control unit is configured as a unit that executes switching of each of the first clutch unit and the second clutch unit based on a determination result of the engine start determination unit and the drive state determination unit. Characteristic clutch control device. 4. The clutch control device according to claim 1, wherein the driving force transmitting means is provided on a rotating shaft of the rotating machine, a crankshaft of the engine, and a rotating shaft of the auxiliary machine, respectively. A clutch control device comprising a connected pulley and a belt interposed between the pulleys. 5. The clutch control device according to claim 1, wherein the auxiliary device is a compressor for a vehicle air conditioner.