JP4200605B2 - Clutch control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a clutch control device that switches electric drive between an engine and an auxiliary machine, and more particularly, to a clutch control device that realizes shock reduction when starting the engine from the drive state of the auxiliary machine and improvement of engine startability.
[0002]
[Prior art]
Conventionally, when a vehicle stops at an intersection or the like when driving in an urban area, the engine is automatically stopped under a predetermined stop condition, and then the engine is automatically restarted under a predetermined start condition to save fuel. And systems that improve exhaust emissions are known. Such a system is expected to be applied especially to route buses, but if the engine is stopped when the vehicle is stopped, auxiliary equipment such as an air conditioner compressor will also stop. There was concern about the problem of passengers feeling uncomfortable.
[0003]
In view of such a problem, for example, in the system described in Japanese Patent Laid-Open No. 8-79915, the rotation of the engine and the auxiliary machine can be rotated to prevent the auxiliary machine from operating after the engine stops. A configuration in which the electric machine and the engine are clutch-coupled on the output shaft, and the clutch is disconnected 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 Is disclosed. According to such a configuration, even when the engine is stopped due to a signal waiting or the like, the driving state of the compressor can be maintained, so that the cooling capacity of the air conditioner can be effectively exhibited.
[0004]
[Problems to be solved by the invention]
However, in the system described in this publication, when the clutch is connected to cause the rotating machine to function as a starter when the engine is restarted, a large impact load is generated on the crankshaft of the engine due to the inertial force of the rotating auxiliary machine. . Conversely, the reaction force generated at this time reduces the rotational speed of the compressor, so that a large load torque is required to increase the rotational speed again. Since this load torque is applied by the engine torque, there has been a problem that the engine speed does not rise smoothly and the engine start is delayed.
[0005]
Accordingly, an object of the present invention is to provide a clutch control device that realizes shock mitigation when starting an engine from the driving state of an auxiliary machine and improvement of engine startability.
[0006]
[Means for Solving the Problems]
In order to achieve the above object, a clutch control apparatus according to claim 1 of the present application includes a rotating machine that drives an engine and at least one auxiliary machine to rotate through driving force transmission means, and transmits the driving force to the engine. A first clutch means connected or disconnected to connect or disconnect to the means, and a connected or unconnected condition to connect or disconnect the accessory to the driving force transmitting means. Second clutch means, and clutch switching control means for switching the first clutch means and the second clutch means to a connected state or a non-connected state, respectively.
[0007]
When the engine is started, when the second clutch means is in the connected state and the auxiliary machine is driven by the rotating machine, the clutch switching control means is in the non-connected state. And the engine is driven by the rotating machine by switching the first clutch means to the connected state.
[0008]
With this configuration, when the engine is started, the connection between the auxiliary machine and the driving force transmission means is temporarily released. For this reason, it is possible to avoid the conventional problem that the rotational inertia force of the auxiliary device is transmitted to the crankshaft of the stopped engine and generates an impact load. In this case, since the rotational driving force of the rotating machine is used only as a starter for promoting the rotation of the engine, the engine startability is improved.
[0009]
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 holding a rotational force to some extent by its own rotating inertial force, If it is within a limited time, the capacity of the accessory will not be particularly reduced.
[0010]
Then, after the engine obtains a predetermined rotational inertia force by the rotating machine, the clutch switching control means switches the second clutch means to the connected state. This “obtaining a predetermined rotational inertia force” means that the crankshaft of the engine obtains a certain amount of rotational force from a stopped state. For example, after a predetermined time has elapsed since the crankshaft started to rotate, “when a predetermined rotational inertia force is obtained” may be used.
[0011]
According to the above configuration, at the time 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 reduced to some extent. Therefore, the impact load generated in the drive system when the auxiliary machine is connected can be kept small.
[0012]
Further, a configuration may be adopted in which “when a predetermined rotational inertia force is obtained” is determined based on the engine speed. In other words, the clutch control means according to claim 2 is provided with engine speed detecting means for detecting the engine speed. Then, as described above, when the second clutch means is switched to the non-connected state by the clutch switching control means and the engine is driven to rotate by the connection of the first clutch means, the engine speed detecting means is set to rotate the engine. Detect numbers. Then, when it is detected that the engine speed has reached a predetermined value, the clutch switching control means switches the second clutch means to the connected state again, and resumes the rotational driving of the auxiliary machine.
[0013]
Here, the “predetermined value” means that the engine speed increases to some extent due to driving by the rotating machine and is smaller than the rotational speed of the idle auxiliary machine, but the speed when the difference becomes small to some extent. Means. In other words, the “predetermined value” means a rotation speed at which the rotation speed of the auxiliary machine does not decrease so much due to a reaction force caused by the engine load torque even when the auxiliary machine is connected again.
[0014]
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 load generated between the rotational inertial force of the engine and the rotational inertial force of the auxiliary machine is increased. Is sufficiently small, the impact load generated in the drive system when the auxiliary machine is connected can be kept small. At this time, since the rotational inertia force of the auxiliary device is transmitted to the engine having a slightly low rotational speed via the driving force transmitting means, the engine rotation is promoted and the engine rotational speed is smoothly increased to the desired rotational speed. An additional effect is also obtained.
[0015]
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 the predetermined start condition is satisfied. It is effectively applied to vehicles equipped with the device. This is because, in such a vehicle, since the engine is frequently automatically stopped and started, the effects of the above-described configuration aimed at reducing the impact load at the time of starting and improving the startability are remarkably exhibited.
[0016]
Specifically, the clutch control device determines that the engine start condition is satisfied by engine start condition determination means for determining whether or not the predetermined engine start condition is satisfied, and the engine start condition determination means. Drive state determining means for determining whether or not the rotating machine is driving at least one auxiliary machine.
[0017]
The clutch switching control means is configured as means for executing switching between 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. .
In this case, when it is determined by the engine start determining means that the engine start condition is satisfied and the drive state determining means determines that the rotating machine is driving the accessory, the control by the clutch switching control means described above is performed. Processing is executed.
[0018]
Further, specific examples of the driving force transmitting means include, as described in claim 4, for example, pulleys respectively connected to the rotating shaft of the rotating machine, the crankshaft of the engine, and the rotating shaft of the auxiliary machine, A belt composed of a belt interposed between pulleys can be adopted, but a belt gear or the like can also be employed.
[0019]
In addition, as the auxiliary machine, various types such as those driven by an engine or a rotating machine (motor), for example, an alternator, a P / S (power steering system) pump, and the like are described. If the auxiliary machine is configured as a compressor for a vehicle air conditioner, a stable engine start can be realized without reducing the cooling capacity of the air conditioner when the engine is stopped.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
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. 1 shows the system configuration.
[0021]
The system includes an engine 1, a compressor 43 for an in-vehicle air conditioner, a rotating machine 41 that functions as a starter of the engine 1, and that rotates the compressor 43.
The engine 1 is provided with an injector 3, an igniter 7 and the like, and an automatic transmission 9 is connected to the output shaft of the engine 1. An intake manifold 11 and an exhaust manifold 13 are connected to each cylinder of the engine 1, and the intake manifold 11 is provided with a throttle valve 15 that interlocks with an accelerator pedal 14. In addition, a parking brake 17 is provided in the vehicle.
[0022]
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 a belt comprising a crank pulley 1a, a rotating machine pulley 41a, and a compressor pulley 43a provided at the respective shaft ends. By being coupled at 48, torque can be exchanged between the respective members. Further, an idle pulley 47 is provided between the pulleys 48 and the belt 48 for imparting a predetermined frictional resistance when the torque is transmitted.
[0023]
A rotary machine clutch 40 is provided on the output shaft of the rotary machine 41, a compressor clutch 42 is provided on the drive shaft of the compressor 43, and a crank clutch 44 is provided on the crankshaft. 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 light electromagnetic clutch can be applied. In addition, since an electromagnetic clutch is well known, description of the structure and operation | movement is abbreviate | omitted here. The driving force from the rotating machine 41 is transmitted to the engine 1 and the compressor 43 by bringing the rotating machine clutch 40, the compressor clutch 42, and the crank clutch 44 into an engaged state. The rotating machine 41 is connected to an inverter 45 that controls the amount of electric power, and the inverter 45 is connected to a battery 46 that charges and supplies power.
[0024]
The throttle valve 15 is provided with a throttle position sensor 15a for detecting the opening degree and an idle switch 15b for detecting a fully closed state, and an engine for detecting the engine speed is located near the output shaft end of the engine 1. A rotation speed sensor 24 is provided. Further, the automatic transmission 9 is provided with a vehicle speed sensor 23 that detects the vehicle speed based on the rotational speed of the output shaft.
[0025]
The parking brake 17 is provided with a parking brake switch 25 that outputs a parking brake signal when activated, and various warnings such as the operating state of the parking brake 17 are transmitted to the driver on the display panel 19 arranged in front of the driver's seat. A display lamp 27 is provided for this purpose. An ignition switch 20 that outputs an electric signal to the inverter 45 when the engine 1 is started is provided at a predetermined location in front of the driver's seat.
[0026]
The injector 3 is connected to the electronic control unit 37 via the fuel relay 31, the igniter 7 is connected via the ignition relay 35, and the rotating machine 41 is connected via the inverter 45.
In order to input various signals to the electronic control unit 37, an ignition primary coil 7a of the igniter 7, a throttle position sensor 15a, an idle switch 15b, an ignition switch 20, a vehicle speed sensor 23, an engine speed sensor 24, parking The brake switch 25, door switch 39a, defogger switch 39b, clutch switch 39c, air conditioner switch 39d, brake stroke sensor 39e, battery voltage sensor 39f, water temperature sensor 39g and vehicle room temperature sensor 39h are connected, and various signals are output. Therefore, the display lamp 27, the fuel relay 31, the inverter 45, the ignition relay 35, the rotating machine clutch 40, the compressor clutch 42, and the crank clutch 44 are connected.
[0027]
Of these, the door switch 39a is turned on when the door is closed, 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. become.
FIG. 3 shows a detailed configuration example of the electronic control unit 37.
[0028]
As shown in the figure, an 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 of calculation processes are written in a predetermined area, and an analog input signal is digitally converted. An A / D converter (ADC) 37d that converts signals, an input / output interface (I / O) 37e that receives various digital signals and outputs various digital signals, and a bus line 37f to which these devices are connected. It is composed of A program shown in the flowchart described later is written in advance in the ROM 37b.
[0029]
The I / O 37e includes an idle signal from the idle switch 15b, an engine speed signal from the ignition primary 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 23. Vehicle speed signal, engine speed signal from engine speed sensor 24, door signal from door switch 39a, defogger signal from defogger switch 39b, clutch signal from clutch switch 39c, air conditioner signal from air conditioner switch 39d, and ignition switch The ignition signal from 20 is input to the ADC 37d, the battery voltage signal from the battery voltage sensor 39f, the water temperature signal from the water temperature sensor 39g, and the throttle position signal from the throttle position sensor 15a. Brake stroke signal from the brake stroke sensor 39e, and a vehicle interior temperature signal from vehicle interior temperature sensor 39h is input.
[0030]
Then, the CPU 37a executes various calculations based on these various signals, and from the I / O 37e, ignition cut and ignition signal, fuel cut and fuel injection signal, rotating machine output torque signal, display panel 19 drive signal, rotation The machine clutch signal, compressor clutch signal and crank clutch signal are output.
[0031]
Next, control processing executed in the system of the present embodiment will be described based on the flowcharts of FIGS.
First, the engine automatic stop / start process of this embodiment will be described with reference to FIG.
[0032]
In this process, if the ignition switch 20 is on (S110: YES), the program is started and the following process is executed.
When the program is started, it is first determined whether or not the engine 1 is stopped (S120). If it is determined that the engine 1 is stopped (S120: YES), an engine start (idle start) program is executed (S130). On the other hand, if it is determined in S120 that the engine 1 is not stopped (being driven) (S120: NO), an engine stop (idle stop) program is executed (S140).
[0033]
FIG. 5 shows a flow relating to automatic start (idle start) control of the engine.
This process realizes the impact mitigation at the time of starting the engine and the improvement of the startability of the engine, particularly when the auxiliary machine is being driven at the time of starting the engine. In addition, the above-mentioned compressor 43 corresponds to the auxiliary machine here.
[0034]
First, it is determined whether or not a predetermined engine start condition is satisfied (S210). For example, (1) The vehicle speed detected by the vehicle speed sensor 23 is zero, and (2) the engine start condition is satisfied on the condition that the brake stroke is 39% or less by the brake stroke sensor 39e. Can be done.
[0035]
When it is determined that the engine start condition is satisfied (S210: YES), it is determined whether or not the rotating machine 41 that drives the compressor 43 is being driven (S220). Is determined to be driving (S220: YES), a compressor electric / engine start switching process described later is executed (S230).
[0036]
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 connected to cause the rotating machine 41 to function as an engine starter. (S240, S250). At this time, a cranking signal is output from the ECU 37 to the engine 1, the rotating machine 41 is electrically operated, fuel injection and ignition are started, and the engine starts to start (S260, S270). 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 determined. Thus, the compressor 43 is driven (S280).
[0037]
FIG. 6 shows a flow relating to the compressor electric / engine start switching process. This process is a clutch control process that realizes shock reduction when starting the engine 1 from a state in which the air conditioner of the vehicle is operating (while the compressor 43 is electrically driven) and improvement of startability of the engine 1.
[0038]
First, the compressor clutch 42 is turned off (S310). This is because when the engine 1 is started with the compressor clutch 42 kept on, the rotational inertia force of the rotating compressor 43 is suddenly transmitted to the crankshaft of the stopped engine 1 to cause an impact load on the drive system. This is to suppress this.
[0039]
Then, the crank clutch 44 is turned on (S320). At this time, since the rotating machine 41 is electrically operated, the crankshaft starts to rotate by the rotational driving force. At the same time, fuel injection and ignition control are performed (S330), and the engine speed gradually increases. At this time, since the compressor 43 continues to rotate for a predetermined time even after the compressor clutch 42 is turned off, the cooling function of the air conditioner does not deteriorate.
[0040]
Then, it is determined whether or not the engine speed has reached a first predetermined value, that is, a rotational speed (for example, about 50 rpm) that is considered to have a relatively low rotational inertia force of the engine 1 itself. (S340). In other words, when the compressor clutch 42 is turned on again and connected to the drive system, whether or not the condition that the rotation of the compressor 43 is not so hindered by the torque reaction force from the engine 1 side is established. It is a judgment. When it is determined that the engine speed has reached the first predetermined value (S340: YES), the compressor clutch 42 is turned on again. At this time, the compressor 43 is still rotating at a high speed due to its rotational inertia force, and the engine speed is also increased to some extent as described above. That is, the difference between the rotary inertia force of the engine 1 and the rotary inertia force of the compressor 43 is sufficiently small. For this reason, when the compressor clutch 42 is connected, the impact load resulting from such a difference in rotational inertia force can be suppressed to a small level. On the contrary, the rotational inertia force of the compressor 43 is transmitted to the crankshaft of the engine 1 via the belt 47, and together with the rotational driving force of the rotating machine 41, the rotation of the crankshaft is promoted, so that the engine startability is improved. An additional effect is also obtained.
[0041]
Then, it is determined whether or not the engine speed has reached a second predetermined value, that is, a speed sufficient for stable combustion of the internal combustion engine (for example, 300 rpm) (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). Thereafter, the compressor 43 is driven by the engine 1.
[0042]
FIG. 7 shows a flow relating to the automatic stop (idle stop) of the engine.
If it is determined in S120 shown in FIG. 4 that the engine 1 is not stopped (being driven) (S120: NO), the engine stop control program shown in FIG. 7 is executed (S140).
[0043]
In this process, first, it is determined whether or not a predetermined engine stop condition is satisfied (S410). This determination is made by (1) detecting that the brake is depressed by a predetermined value or more by the brake stroke sensor 39e, and (2) detecting that the vehicle speed detected by the vehicle speed sensor 23 is zero. It can be assumed that the engine stop condition is satisfied.
[0044]
When it is determined that a predetermined engine stop condition is satisfied (S410: YES), fuel injection and ignition are stopped and the engine is automatically stopped (S420). At this time, it is determined whether the air conditioner switch is turned on (S430). If it is determined that the air conditioner switch is turned on (S430: YES), the compressor 43 is replaced by the rotating machine 41 instead of the engine. In order to maintain this driving state, the crank clutch 44 is turned off, while the rotating machine clutch 40 is turned on to drive the rotating machine 41 (S440, S450, S460). On the other hand, if it is determined that the air conditioner switch is not turned on (S430: NO), the routine proceeds to normal engine control.
[0045]
Further, when it is determined in S410 that the predetermined engine stop condition is not satisfied (S410: NO), the routine proceeds to normal engine control.
With the above series of operations, it is possible to maintain the cooling capacity of the air conditioner even when the engine is stopped, and it is possible to realize a smooth start of the engine from the air conditioner operating state.
[0046]
In this embodiment, the ECU 37 corresponds to the engine start condition determination means, the drive state determination means, and the clutch switching control means, the crank clutch 44 serves as the first clutch means, and the compressor clutch 42 serves as the 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 transmission means, and the engine speed sensor 24 corresponds to the engine speed detecting means.
[0047]
Of the processes executed by the ECU 30, the process of S210 shown in the flowchart of FIG. 5 corresponds to the process as the engine start condition determining means, the S220 is the process as the drive state determining means, the S230 and S240 to S290, And S310-S370 corresponds to the process as a clutch switching control means.
[0048]
As mentioned above, although the Example of this invention was described, it cannot be overemphasized that embodiment of this invention can take various forms, as long as it belongs to the technical scope of this invention, without being limited to the said Example at all. Nor.
For example, in the embodiment shown in FIG. 1, the compressor clutch 42 and the crank clutch 44 are arranged on the drive shaft of the compressor 43 and the crank shaft, respectively, and the output shaft of the rotating machine, the drive shaft of the compressor 43, and the crank shaft are arranged. , The belt 47 is connected, but as shown in FIG. 8, the compressor clutch 42 and the crank clutch 44 are both installed on the output shaft of the rotating machine 41. Two pulleys may be installed on the output shaft, and the compressor 43 and the crankshaft may be separately connected by belts 48 and 48.
[0049]
Further, in the above-described embodiment, the mode in which the crank clutch 44 of the engine 1 and the compressor clutch 42 of the compressor 43 that is an auxiliary device are controlled by the clutch control device of the present invention has been described as an example. In addition to the compressor 43, other auxiliary machines such as an alternator, a P / S (power steering system) pump, and the like can also be applied to each of the clutches via the respective clutches. In this case, these other auxiliary machines are controlled in the same position as the compressor 43 of the above embodiment. Further, as conceptually shown in FIG. 9, the clutch control device of the present invention can also 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 engine start, when at least one auxiliary machine is in a driving state, the compressor electric / engine start switching process is executed.
[0050]
Moreover, in the said Example, although the aspect which uses the rotary machine 41 as an electric motor was shown, even if it comprises so that the rotary machine 41 may function as a generator by transmitting the motive power of the engine 1 to the rotary machine 41. FIG. Good. In this case, the inverter 45 is configured to control switching between power generation / electricity and the amount of power generation / electricity, and the generated power is charged to 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 connected state of a power transmission portion according to an embodiment of the present invention.
FIG. 3 is a configuration diagram showing an input / output relationship of a control device (ECU) according to an embodiment of the present invention.
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 the 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,
40 ... Rotating machine clutch, 41 ... Rotating machine, 41a ... Rotating machine pulley, 42 ... Compressor clutch, 43 ... Compressor,
43a ... compressor pulley, 44 ... crank clutch,
47 ... Idle pulley, 48 ... Belt

Claims (5)

A rotating machine that rotationally drives the engine and at least one auxiliary machine via driving force transmission means;
First clutch means connected or disconnected to connect or disconnect the engine to the driving force transmission means;
Second clutch means connected or disconnected to connect or disconnect the auxiliary machine from the driving force transmission means;
Clutch switching control means for switching the first clutch means and the second clutch means to a connected state or a non-connected 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 disables the second clutch means. The engine is driven by the rotating machine by switching to the connected state and switching the first clutch means to the connected state,
The clutch switching control means is configured to switch the second clutch means to a connected state after the engine has obtained a predetermined rotational inertia force by the rotating machine ,
An engine speed detecting means for detecting the engine speed is provided;
The clutch switching control means when the engine speed detected by the engine speed detecting means reaches a predetermined value after the clutch switching control means switches the second clutch means to the non-connected state. Is configured to switch the second clutch means to the connected state again,
A clutch control device configured to promote the rotation of the engine by transmitting the rotational inertia force of the auxiliary machine to the engine via the driving force transmitting means . The clutch control device according to claim 1, wherein
Applied to a vehicle equipped with an engine automatic stop start device that stops the engine when a predetermined stop condition is satisfied and restarts the engine when a predetermined start condition is satisfied;
Engine start condition determining means for determining whether or not the predetermined engine start condition is satisfied;
Drive state determining means for determining whether or not the rotating machine is driving at least one of the auxiliary machines when it is determined by the engine start condition determining means that the engine start condition is satisfied;
The clutch switching control unit is configured as a unit that executes switching between the first clutch unit and the second clutch unit based on the determination results of the engine start determination unit and the driving state determination unit. A clutch control device characterized by the above. In the clutch control device according to any one of claims 1 to 2 ,
The driving force transmitting means includes a pulley connected to a rotating shaft of the rotating machine, a crankshaft of the engine, and a rotating shaft of the auxiliary machine, and a belt interposed between the pulleys. Clutch control device. In the clutch control device according to any one of claims 1 to 3 ,
A clutch control device, wherein the auxiliary machine is a compressor for a vehicle air conditioner. In the clutch control device according to any one of claims 1 to 4 ,
The clutch control unit is configured to switch the second clutch unit to a connected state after a predetermined time from when the engine is changed from a stopped state to an operating state and the crankshaft of the engine starts to rotate. apparatus.

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