JPH04252823A - Control device for auxiliary device for vehicle - Google Patents

Abstract

PURPOSE:To prevent a belt used in a vehicle provided with auxiliary devices driven with belts from slipping to an increased extent when the belt tends to slip to an increased extent due to aging deterioration or the like and due to sudden increase in load. CONSTITUTION:Slip discriminating means 31 for discriminating the state of slip of a belt 9 for driving an auxiliary device, and auxiliary device control means 32 for controlling the operation of auxiliary devices so as to retard the change in load on the auxiliary device when the load increases after the slip discrimination.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an auxiliary equipment control device for a vehicle that controls the operation of auxiliary equipment such as an alternator or an air conditioner compressor that is driven by an engine via a belt.

0002

2. Description of the Related Art Conventionally, an auxiliary equipment control device for a vehicle is equipped with an auxiliary equipment driven by an engine via a belt, and the load of this auxiliary equipment is changed depending on the operating state of the engine, etc. Are known. For example, Japanese Unexamined Patent Publication No. 106397/1983 describes a method for changing the generated power (alternator load) by changing the field current of the alternator in a control circuit of a vehicle power generator including an alternator driven by the engine. In this example, the field current is increased when the vehicle is decelerating.

0003

[Problems to be Solved by the Invention] In the case where an auxiliary device such as an alternator is driven by an engine, an auxiliary device driving belt is passed between a pulley provided on the engine crankshaft and a pulley on the auxiliary device side. , auxiliary equipment is driven via this belt. Initially, the frictional force and the like are adjusted so that no slip occurs between the belt and the pulley. However, if the frictional force between the belt and the pulley decreases to some extent due to some wear of the belt during use, the belt may slip, especially when the load on the auxiliary equipment increases rapidly. becomes more likely to occur. When such belt slip occurs, there are problems such as promoting belt wear and shortening the belt's lifespan.

[0004] As a countermeasure to the problem of belt slip, a system has been proposed in which the drive of the auxiliary machine is temporarily stopped when slip is detected. However, with this device, control is repeated to temporarily stop the auxiliary equipment and then drive it again each time a slip occurs, so slips always occur at specific times such as when there is a sudden increase in load due to changes over time. Even in such a case, control for eliminating slip is performed after each occurrence of slip, which is not sufficiently effective in preventing wear caused by slip.

The present invention solves the above problem, and when the frictional force between the belt and the pulley has decreased to some extent due to changes over time, etc., it prevents the occurrence of slippage due to a sudden increase in load and prevents the belt from slipping. An object of the present invention is to provide a vehicle auxiliary equipment control device that can suppress wear of the vehicle.

[0006]

[Means for Solving the Problems] In order to achieve the above object, the present invention includes an auxiliary machine driven by an engine via an auxiliary drive belt, and the load of the auxiliary machine can be changed. In a vehicle in which the accessory driving belt is in a slip state, the slip determining means determines when the belt for driving the accessory is in a slip state, and the load on the accessory equipment is increased after the slip state is determined according to the determination by the slip determining means. The operation of the auxiliary equipment is controlled so that the degree of change in the auxiliary equipment load when the slip state is determined is slower than before the slip state determination.

[0007] In this configuration, the slip determining means checks the frequency of occurrence of slip in the auxiliary drive belt and determines that the belt is in a slip state when the frequency of slip occurrence exceeds a predetermined value. is preferred.

[0008] The auxiliary machine is, for example, an alternator,
Or the air conditioner compressor.

When the auxiliary machine is an alternator, the auxiliary machine control means changes the voltage generated by the alternator according to engine conditions, and after determining the slip state,
It is preferable that the voltage change speed when changing the alternator-generated voltage in the upward direction is smaller than that before the slip state determination. Furthermore, when changing the alternator generated voltage in the increasing direction after the occurrence of a slip condition, it is preferable that the higher the battery voltage is, the smaller the voltage change speed is.

0010

[Operation] According to the above structure, after the slip state is determined, the increase in load is moderated, thereby preventing the occurrence of slip.

[0011]

[Embodiment] An embodiment of the present invention will be explained based on the drawings. FIG. 1 shows the overall structure of an apparatus according to an embodiment of the present invention. In this figure, reference numeral 1 denotes an engine mounted on a vehicle, which sucks an air-fuel mixture through an intake passage 2 in which a throttle valve 3 is installed, generates power by combustion of this air-fuel mixture, and transfers this power to a crankshaft 4. It is designed to output from. A crank pulley 5 is attached to the front end of the crankshaft 4, and a V-belt (auxiliary drive belt) 9 extends between the crank pulley 5, a water pump pulley 6 that drives a water pump, and an alternator pulley 8 that drives an alternator 7. is wrapped around it. In this way, the water pump and alternator 7 are driven by the engine 1 via the belt 9.

The alternator 7 has a regulator 10
This regulator 10 and a control unit (ECU) 30 (described later) perform feedback control so that the voltage generated by the alternator 7 follows a target value. The alternator 7 charges the battery 11 and supplies power to various electrical devices. That is, both terminals of the battery 11 are connected to the main conductor 12 and the vehicle body 13 on the ground side, and the conductor 1 branched from the main conductor 12
4 and the ground side, and a starter 16 and a starter switch 17 are interposed between the conductor 15 connected to the main conductor 12 and the earth side. Various electrical devices 18 are also connected between the main conductor 12 and the ground side.

A current sensor 21 is provided on the conductor 14 connected to the alternator 7. The engine 1 also includes a rotation speed sensor 2 that detects the engine rotation speed.
2. Various sensors are provided, such as a water temperature sensor 23 that detects the engine water temperature, an idle switch 24 that detects when the throttle valve 3 is fully closed, and a fully open switch 25 that detects when the throttle valve 3 is fully open. These sensors 21, 22,
23 and switches 24 and 25, the starter switch 17, and an electrical load switch 26 provided in the electrical equipment 18, signals are input to a control unit 30 that controls the operation of the alternator 7. Furthermore, the alternator voltage and battery voltage are
8 to the control unit 30.

This control unit 30 performs control as shown in a flowchart to be described later to determine the slip state of the belt based on the engine rotation speed signal and the alternator rotation speed determined from the alternator generated voltage signal cycle. It serves as the determining means 31 and constitutes an auxiliary machine control means 32 that controls the operation of the auxiliary machine (alternator 7). In other words, the control current to the regulator 10 is adjusted to perform feedback control so that the voltage generated by the alternator 7 follows the target voltage, and the target voltage is changed according to the engine conditions, and the belt slip condition is determined. Based on this, after the slip state is determined, at least the degree of change when the load on the alternator 7 is increased is made slower than before the slip state is determined.

FIG. 2 shows the electrical circuit configuration of alternator 7 and control unit 30. In this figure, the control unit 30 has a CPU 35 and a memory 36, and also has a base control section 37 that controls the base current of a fourth transistor T4, which will be described later, according to a signal from the CPU 35. The first transistor T whose base current is controlled by
Contains 1.

The alternator 7 is provided with a stator 41 having a stator coil, and a rotor 42 having a field coil and rotationally driven by the alternator pulley 8. When the rotor 42 rotates, three-phase AC power is generated in the stator 41, and this power is rectified into DC power by a rectifier 43 made up of six diodes. The rectified DC power has its pulsations absorbed by the capacitor 44, and then is output from the output terminal (terminal A). Further, a part of the three-phase AC power is supplied to the rotor 42 after being rectified by the auxiliary rectifier 45 .

The battery voltage from the battery 11 is constantly introduced into the regulator 10 via the battery sensing terminal (B terminal), and the ignition switch 4
6 is turned on, power is supplied from the battery 11 via the C terminal. A check lamp 47 and an adjustment resistor 4 are connected between this C terminal and the ignition switch 46.
8 is provided. In addition, control unit 3
0 terminal connected to the collector of the first transistor T1, an E terminal that sends the collector voltage of the third transistor T3 (described later) to the control unit 30, and a base of the control unit 30 to control the base current of the fourth transistor T4 (described later). The F terminal connected to the control unit 37, the G terminal connected to the positive side of the rotor 42, the H terminal connected to the negative side of the rotor 42, and the I terminal connected to the ground side are connected to the regulator 10. It is provided.

This regulator 10 includes second to fourth transistors T2 to T4 and first to fourth diodes D1 to D4.
, and an electric circuit having first to ninth resistors R1 to R9. The alternator voltage can be switched between high and low levels, and the current flowing through the rotor 42 can be adjusted by the fourth transistor T4. Note that the fourth transistor T4 is a two-stage (Darlington) transistor, and the third diode D
3 is a Zener diode.

The regulator 10 and the control unit 30 perform feedback control to make the alternator voltage follow a target value during normal times when the battery 11 is not deteriorated, and also set this target value to a high level (high) depending on the driving state of the vehicle. 14.4V) and low (12.8V)
It is possible to switch between. As an example of switching in accordance with the operating state of the vehicle, for example, at a predetermined engine start, the target value is set to low in order to reduce the alternator load and quickly start the engine. If necessary, the target value is also set to low in operating states where high output is required, such as during acceleration or under high load, or in operating states where it is required to reduce the load as much as possible. The target value is set to high in operating conditions where electric power is required.

Control for causing the alternator voltage to follow the target value is performed by controlling the base current of the fourth transistor T4 based on the collector voltage (signal from the E terminal) of the third transistor T3. That is, when the alternator voltage exceeds the target value, the Zener diode D3 becomes conductive due to the voltage applied to the Zener diode D3, and that voltage is applied to the base of the third transistor T3, so that the third transistor T3 becomes conductive. state, and its collector voltage becomes ground potential. At this time, the control unit 30 reduces the alternator voltage by controlling the base current of the fourth transistor T4 so as to reduce the field current flowing through the rotor 42. On the other hand, when the alternator voltage falls below the target value, the Zener diode D3 becomes non-conductive, so the third transistor T3 also turns off, and its collector voltage becomes the voltage at the C terminal. At this time, the control unit 30 increases the alternator voltage by controlling the base current of the fourth transistor T4 so as to increase the field current.

[0021] Furthermore, the target value of the alternator voltage is switched by the voltage Vi applied to the series portion of resistors R3, R4, and R5 (between X and Z) and the voltage Vi applied to the series portion of resistors R4 and R5 (between Y and Z).
This is done by changing the voltage Vo applied to the voltage Vo and the ratio. That is, the Zener diode D3 becomes conductive when the applied voltage exceeds a predetermined break voltage, and becomes conductive at a higher alternator voltage as the voltage ratio Vi/Vo becomes larger. In this embodiment, the first
By switching the voltage ratio Vi/Vo in two stages by the transistor T1, the target value is switched between high and low. Specifically, when the first transistor T1 becomes conductive, the second transistor T2 becomes non-conductive, so that the voltage ratio Vi/Vo becomes (R3, R4, R5
(series resistance value of R4, R5)/(series resistance value of R4, R5), and the target value becomes low. On the other hand, when the first transistor T1 is rendered non-conductive, the second transistor T2 is rendered conductive, and the voltage ratio Vi/Vo becomes (series resistance value of R3, R4)/(resistance value of R4). , the target value is switched to high.

CPU 3 of the control unit 30
A specific example of the control of the alternator voltage performed by 5 will be explained with reference to the flowcharts of FIGS. 3 and 4.

FIG. 3 shows a slip determination routine,
This routine is reset each time the ignition is turned on. When this routine starts, the CPU 35 first reads signals from various sensors etc. in step S1, and calculates the engine rotation speed Ne based on the signal from the rotation speed sensor 22 in step S2. Furthermore, in step S3,
A predicted value of the alternator rotation speed (rotation speed when no slip occurs) Np is calculated from the engine rotation speed Ne and the pulley ratio of the belt transmission mechanism, and in step S4, the reciprocal of its fluctuation period t is calculated from the alternator generated voltage signal. (1/t
) to determine the actual value Na of the alternator rotation speed. Next, in step S5, it is checked whether the slip flag for identifying the slip state is "0", and the determination is N.
If O (when it has been determined that the slip condition has already occurred since the ignition was turned on), the program returns directly.

[0024] When the slip flag is "0",
In step S6, the rotation speed difference (absolute value) ΔN between the predicted value Np and the actual value Na of the alternator rotation speed is determined, and step S
In step 7, it is determined whether the rotational speed difference ΔN is larger than a predetermined value α. If this determination is NO, the counter C is cleared to "0" in step S8, the process moves to step S9, the slip flag Fs is set to "0", and the process returns.

When it is determined in step S7 that the rotational speed difference ΔN is larger than the predetermined value α, the process proceeds to step S10.
After incrementing the counter C, step S1
1, it is checked whether the value of the counter C has reached the set value Ca. Then, the process moves to step S9 and sets the slip flag Fs to "0" until the set value Ca is reached, but when the set value Ca is reached, the slip flag Fs is set to "1" in step S12, and then the process returns. Therefore, in this example, slips of a predetermined value α or more occur continuously a predetermined number of times (
The slip flag Fs is set when the occurrence exceeds the set value Ca).
is set. Then, once the slip flag F
Once s is set, the set state is maintained until the engine is stopped.

FIGS. 4 to 6 show the alternator voltage control routine. When this routine starts, CP
U35 first outputs the starter switch signal, electric load switch signal EL, and idle switch signal I in step S21.
D, each switch signal such as full open switch signal WOT, engine speed Ne, current sensor output Ia, water temperature TH
Read out sensor output such as W. Then, step S22
It is determined whether or not it is time to start the engine.

As a result of the determination in step S22, if it is the time of starting, the process moves to the low control process from step S27 described later. When it is not the time of starting, the low control prohibition conditions include determining whether the electric load switch signal EL is on (step S23), determining whether the water temperature THW is 0°C or less (step S24), and determining the current sensor output. Determination of whether I is 10A or more (step S25), idle switch signal ID
is on and whether or not the engine speed Ne is 3000 rpm or more is sequentially determined (step S26), and even when all of the determinations in steps S22 to S26 are NO, the process moves to the low control process from step S27 onwards. . Note that steps S23 to S26 are set as low control prohibition conditions.
The reason for this determination is as follows. That is, step S23 is performed because the electric power demand is large when the electric load switch EL is on, and there is a possibility that sufficient current cannot be supplied by low control, and step S24 is performed because
This is because the activation of the battery decreases at low temperatures. This is because the low control cannot supply sufficient power when the total current consumption is large, and step S25 is
26 is because in a deceleration state where the throttle valve is fully closed, the braking effect is enhanced by increasing the load on the alternator, and charging of the battery is promoted.

As the low control process, the CPU 35 first performs a process of setting a low control target value at the time of transition to low control (step S28), based on the determination as to whether or not it was the previous high control (step S27), that is, the first Transistor T1
12.8V as target value by switching on
Set. Then, in step S29, it is determined whether the alternator voltage Va is higher than the low control target value of 12.8V by checking whether the collector potential of the third transistor T3 is at the ground potential. and,
If the determination in step S29 is YES, step S3
By reducing the control current to the fourth transistor T4 at 0, processing is performed to reduce the field current and lower the alternator voltage Va. On the other hand, step S
If the determination in step 29 is NO, control of the base current to the fourth transistor T4 is stopped in step S31, so that the base current determined by the value of the ninth resistor R9 is supplied to the fourth transistor T4. to increase the field current and raise the alternator voltage Va. Through the processing in steps S27 to S31, the alternator voltage Va follows the low control target value. These steps S
After performing the processes from 27 to S31, the process returns via step S50, which will be described later.

If it is determined in step S22 that it is not the start time, and if at least one of the determinations in steps S23 to S26 regarding the low control prohibition condition is YES, the fail flag Ff is set to "1" in step S32.
” is determined. This fail flag Ff is
Initially, it is set to "0", and is set to "1" when it is determined that the battery has deteriorated in the process described later. When this flag Ff is "0", high control processing from step S33 onwards is performed.

As for the high control process, the CPU 35 first performs a process of setting a high control target value at the time of transition to high control (step S34), based on the determination as to whether or not it was the previous low control (step S33), that is, the first Transistor T1
14.4V as target value by switching off
Set. Furthermore, at the time of this high control transition, step S
At 35, it is determined whether the slip flag Fs is "1" or not.
When the slip flag Fs is "1", step S36
The control current change amount ΔI is set as the slip setting amount ΔI1.
is given, and when the slip flag is "0", step S
At 37, the normal setting amount ΔI2 is given.

The slip setting amount ΔI1 is set to a smaller value than the normal setting amount ΔI2. Furthermore, ΔI
In the range of 1<ΔI2, the above-mentioned slip setting amount ΔI1 is:
As shown in FIG. 7, it is desirable to set the value to be relatively large when the battery voltage is low, and to become small as the battery voltage increases, depending on the battery voltage.

In step S38 following step S36 or step S37, the collector potential of the third transistor T3 is checked to determine whether or not the alternator voltage Va is lower than the high control target value of 14.4V. Then, if the determination in step S38 is YES,
In step S39, the control current for the fourth transistor T4 is increased by the amount ΔI set in step S36 or step S37, thereby increasing the field current and increasing the alternator voltage Va. On the other hand, if the determination in step S38 is NO, in step S40, the fourth transistor T4 is cut off to prevent the field current from flowing, thereby lowering the alternator voltage Va. These steps S
Through the processes from S33 to S40, the alternator voltage Va follows the high control target value.

Further, according to the example shown in the flowchart,
In addition to the above-mentioned control, the CPU 35 performs processing to determine whether the battery 11 has deteriorated (steps S42 to S53) in order to prevent wasteful consumption of power when the battery 11 has deteriorated.
), and based on this determination process, step S
When it is determined in step S32 that the fail flag Fs is "1", alternator control is performed in the event of battery deterioration in step S41. This control at the time of battery deterioration lowers the alternator voltage under conditions under which high control should be performed so that it approaches the battery voltage by lowering the voltage under the original high control. The process for determining battery deterioration is performed following the high control process in steps S33 to S40, and the CPU 35 first reads the alternator voltage Va and battery voltage Vb in step S42, and then reads the alternator voltage Va and battery voltage Vb in step S43. Both voltages Va, V
Find the difference ΔV between b. Subsequently, in step S44, it is determined whether the voltage difference ΔV is 0.4V or more. If the voltage difference ΔV is less than 0.4V, the battery voltage Vb follows the alternator voltage Va and is sufficiently increased, and the battery 11 has not deteriorated, and in this case, step S5
0, set the timer operation flag Ft to 0, and then return.

[0034] In step S44, the voltage difference ΔV is 0.4.
When it is determined that the voltage is V or more, there is a possibility that the battery has deteriorated, and in this case, when Ft=0 in the determination in step S45 (at the start of battery deterioration determination)
In step S51, the voltage difference ΔV at that time is stored as a reference voltage difference ΔVo, and in step S52
The timer TM is set in step S53, and the timer operation flag Ft is set to "1" in step S53, and the process returns. Thereafter, based on the determination in step S46 following the YES determination in step S45, the process returns as is until the timer TM times up.

[0035] When the timer TM times up, that is, a predetermined period of time (for example, 10 seconds) from the start of battery deterioration determination.
has passed, in step S47 0.6V≧ΔVo
- Determine whether ΔV≧0. If this determination is NO, the process returns via step S50, but if this determination is YES, it means that the battery voltage has not recovered even though it is being charged. After setting the flag Ff to "1" and issuing a warning indicating battery deterioration in step S49, the timer operation flag Ft is set in step S50.
Clear to "0" and return.

According to the device of this embodiment as described above, the voltage of the alternator 7 is switched between high and low depending on the operating state, etc., but when switching from low to high, the load on the alternator 7 increases and the voltage of the alternator 7 increases. The force acting on the drive belt 9 increases, and if this load increases rapidly, the belt 9 is likely to slip. Therefore, if the frictional force between the belt 9 and the pulleys 6 and 8 decreases due to changes over time such as wear of the belt 9 to a certain extent,
Slip mainly occurs when the load suddenly increases, but the slip is checked based on the difference ΔN between the predicted value Np and the actual value Na of the alternator rotational speed by the routine shown in FIG. 3 as a slip determination means. In particular, if the frequency of slip occurrence exceeds a predetermined value, that is, if slips occur continuously for a predetermined number of times or more where ΔN>α, there is a tendency for slips to occur whenever the load increases rapidly. When such a situation occurs, this is determined and a slip flag Fs is set.

In the alternator voltage control routines shown in FIGS. 4 to 6, the slip flag Fs is checked at the time of switching from low to high, and if Fs=0, the increase in alternator voltage (increase in load) is responsive. As is often done, the control current change amount ΔI is set to a relatively large normal setting amount ΔI2, but if Fs=1, the control current change amount ΔI is set to a relatively small slip setting amount ΔI.
By setting the value to 1, the rate of increase in alternator voltage decreases, the load increases slowly, and belt slip is suppressed. After the predetermined slip state as described above is determined, the slip flag Fs becomes "1".
'' is maintained, and ΔI=ΔI1 is always maintained when the alternator voltage is switched to high, thereby preventing the occurrence of a slip due to a sudden increase in load.

[0038] Furthermore, the above-mentioned slip setting amount ΔI1 is as follows:
It is adjusted as shown in Figure 7 according to the battery voltage within a range smaller than the normal setting amount ΔI2, so when the battery voltage is low and a prompt voltage increase is required, responsiveness is enhanced and the battery When the voltage is high, the slip suppression effect is enhanced.

Although the above embodiment shows a case where an alternator is controlled as an auxiliary device, the auxiliary device is not limited to the alternator, but may be an air conditioner compressor or the like. In particular, when equipped with a conventionally known variable capacity compressor, that is, a compressor in which the capacity of the compressor is made variable using a wobble plate, etc., the compressor may be used in accordance with the judgment of the slip state as in the above embodiment. control when the load changes. In other words, this variable capacity compressor is driven by the engine via a belt, and its capacity is changed by operating the wobble plate etc. according to the operating condition, so the compressor is driven After determining the slip state of the belt for use in the compressor, control may be performed to slow the switching to increase the capacity of the compressor. In addition, the present invention can be applied to control of various types of auxiliary equipment, and if the auxiliary equipment is controlled to turn on and off, the start of operation of the auxiliary equipment can be slowed down after determining the slip state. You may also do so.

[0040]

[Effects of the Invention] As described above, the present invention determines when the auxiliary drive belt is in a slip state, and after determining the slip state, the load on the auxiliary equipment is changed to increase. The operation of the auxiliary equipment is controlled so that the degree of change in the auxiliary equipment load is slower than before the slip condition is determined. When the load is lowered to a state where slips are likely to occur, it is possible to prevent slips from being accelerated due to a sudden increase in load. In particular, once a slip condition is determined, the increase in load on the auxiliary equipment is slowed down, thereby preventing further slippage and effectively suppressing the progress of belt wear.

In addition, in the present invention, if the slip condition is determined to be present when the frequency of occurrence of slip in the auxiliary drive belt exceeds a predetermined value, it is possible to determine that the slip state is not a one-off slip, but to repeatedly occur when the load suddenly increases. It is possible to determine when a state where a slip occurs and appropriately perform the above-mentioned control.

[Brief explanation of the drawing]

FIG. 1 is an overall schematic diagram of an auxiliary equipment control device according to an embodiment of the present invention.

FIG. 2 is a diagram showing an electric circuit of an alternator.

FIG. 3 is a flowchart showing a routine for slip determination.

FIG. 4 is a flowchart showing a routine for alternator voltage control.

FIG. 5 is a flowchart following the flowchart of FIG. 4;

FIG. 6 is a flowchart following the flowchart of FIG. 5;

FIG. 7 is a diagram showing the relationship between battery voltage and control current for the alternator.

[Explanation of symbols]

1 Engine 7 Alternator (auxiliary equipment) 9 Belt 30 Control unit 31 Slip determination means 32 Auxiliary machine control means

Claims (6)

[Claims] Claim 1: In a vehicle equipped with an auxiliary machine driven by the engine via an auxiliary drive belt, and in which the load of the auxiliary machine can be changed, the auxiliary drive belt slips. and a slip determination means for determining when the slip state has occurred, and after determining the slip state, the degree of change in auxiliary equipment load when the load of the auxiliary equipment is increased is compared with that before the slip state determination. and auxiliary equipment control means for controlling the operation of the auxiliary equipment so as to slow the operation of the auxiliary equipment. 2. The slip determining means is characterized in that it checks the frequency of occurrence of slip in the auxiliary drive belt and determines that the belt is in a slip state when the frequency of slip occurrence exceeds a predetermined value. The auxiliary equipment control device for a vehicle according to claim 1. 3. The auxiliary machine control device for a vehicle according to claim 1, wherein the auxiliary machine is an alternator. 4. The auxiliary equipment control means changes the voltage generated by the alternator according to engine conditions, and after determining the slip state, changes the voltage change rate when the alternator generated voltage is changed in the upward direction to determine the slip state. 4. The auxiliary equipment control device for a vehicle according to claim 3, wherein the device is made smaller than before. 5. The auxiliary equipment control device for a vehicle according to claim 4, wherein when changing the voltage generated by the alternator in an upward direction after occurrence of a slip condition, the higher the battery voltage is, the smaller the voltage change speed is. 6. The auxiliary machine control device for a vehicle according to claim 1, wherein the auxiliary machine is a compressor of an air conditioner.