JP2017030502A - Clutch overheat prevention device for hybrid vehicle - Google Patents

Abstract

An object of the present invention is to prevent a sudden decrease in motor rotation when restoring upstream engine torque and motor torque, which have been reduced to prevent overheating of a second clutch. The engine torque Te is reduced from the instant t1 at which overheating of the second clutch is predicted, and the motor torque Tm of the motor / generator is reduced to prevent overheating of the second clutch. When the engine torque Te and the motor torque Tm are increased and returned from the instant t2 when the engine torque Te is no longer foreseen, the motor torque increase return speed δ is set higher than the engine torque Te increase return speed β. [Selection] Figure 2

Description

  The present invention relates to a clutch overheat prevention device for a hybrid vehicle capable of selecting whether to perform electric traveling only by a motor / generator or to perform hybrid traveling by both an engine and a motor / generator, and in particular, traction for preventing driving slip of a wheel. The present invention relates to a technique for preventing overheating of the second clutch during control.

  As the hybrid vehicle as described above, for example, as described in Patent Document 1, a motor / generator is coupled and interposed between the engine and the wheels, and the motor / generator and the wheels can be connected / disconnected by a clutch. A so-called one-motor two-clutch parallel hybrid vehicle is known.

  In this type of hybrid vehicle, the engine and the motor / generator are connected to each other so that they can be released. When the clutch is engaged by releasing the space between the engine and the motor / generator, electricity (only by the motor / generator) EV) The EV mode for running can be selected. On the other hand, by connecting the engine and the motor / generator and fastening the clutch, it is possible to select the HEV mode in which hybrid (HEV) traveling by the motor / generator and the engine is performed.

In the hybrid vehicle, the motor / generator is driven so that the hydraulic operation of the automatic transmission such as a continuously variable transmission interposed between the clutch and the wheels can be performed while the vehicle is stopped. The hydraulic oil from the driven oil pump is used for the hydraulic operation described above.
For this reason, the hybrid vehicle described above not only travels with the clutch fully engaged, but also has a case where the clutch travels with the clutch slip-engaged, such as when starting.

  Here, as an example of traveling (WSC traveling) with the clutch engaged in slip, the following WSC traveling motor / generator control technology is proposed in Patent Document 1.

JP 2012-86705 A

However, in the conventional hybrid vehicle control device, the target motor rotational speed is set to the upper limit rotational speed that increases following the increase in the vehicle body speed.
For this reason, on extremely low μ roads such as icing roads, if traction control (TCS control) intervenes during WSC mode, the clutch slips excessively in order to control the motor speed and motor torque corresponding to both. There was a possibility, and it was necessary to consider prevention of overheating of the clutch.

  The present invention has been improved to prevent overheating of the clutch during WSC running in the TCS state and to allow the upstream torque of the clutch to be quickly returned to the TCS required value, thereby eliminating the above problems all at once. An object of the present invention is to provide a clutch overheat prevention device for a hybrid vehicle that is obtained.

  For this purpose, the clutch overheat prevention device for a hybrid vehicle according to the present invention has the following configuration.

First, to explain the premise hybrid vehicle,
Of the engine and the motor / generator, it is possible to select whether the electric travel is performed only by the motor / generator or the hybrid travel is performed by both the engine and the motor / generator.

The present invention assumes such a hybrid vehicle as a basic premise of the gist configuration,
When clutch overheating is predicted during slip engagement of the clutch, the engine torque is reduced to reduce the torque of the engine, and the motor torque is reduced to reduce the torque of the motor / generator to prevent overheating of the clutch. To do.
After the clutch overheating is foreseeable, the motor torque increase return speed is set higher than the engine torque increase return speed when the engine torque and the motor / generator torque are increased and returned. It is characterized by.

In the above-described clutch overheat prevention device for a hybrid vehicle according to the present invention,
The engine torque rise return speed and the motor torque rise return speed when the engine torque and the motor torque are raised and returned after the overheat is no longer foreseen by the engine overheat prevention control and the clutch overheat prevention control due to the motor torque down. Since the latter motor torque rise return speed is set to be higher than the engine torque rise return speed, the following effects can be obtained.

1 is a schematic system diagram showing a power train of a hybrid vehicle including a clutch overheat prevention device according to an embodiment of the present invention, together with its control system. 2 is an operation time chart showing clutch overheat prevention control during traction control, which is executed by the hybrid controller of the power train control system shown in FIG.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
<Power train for hybrid vehicles>
FIG. 1 shows a power train of a hybrid vehicle including a clutch overheat prevention device according to an embodiment of the present invention, together with its control system.
1 is an engine, 2 is a motor / generator, 3L and 3R are left and right drive wheels (wheels), respectively, and the power train of the hybrid vehicle shown in FIG. 1 transmits these engine 1, motor / generator 2 and wheels 3L and 3R. Provided as the order of the path.
The drive current of the motor / generator 2 is generated by an inverter 16 that converts the direct current of the battery 15 into an alternating current.

The first clutch 4 (CL1) is interposed between the engine 1 and the rotor shaft 2a of the motor / generator 2, and the engine 1 and the motor / generator 2 (rotor shaft 2a) are separated by the first clutch 4 (CL1). It can be appropriately coupled by driving.
Further, an automatic transmission 5 enabling a continuously variable transmission is interposed between the motor / generator 2 (rotor shaft 2a) and the wheels 3L, 3R, so that the input shaft 5a of the automatic transmission 5 and the rotor shaft 2a It is assumed that the motor / generator 2 (rotor shaft 2a) and the automatic transmission 5 (transmission input shaft 5a) can be appropriately connected to each other by the second clutch 6 (CL2).
The output shaft 5b of the automatic transmission 5 is drivingly coupled to the left and right drive wheels (wheels) 3L and 3R. In this drive coupling, one end of the propeller shaft 7 is coupled to the transmission output shaft 5b and the left and right driving wheels (wheels) are coupled. ) The other end of the propeller shaft 7 is coupled to the differential gear device 8 that differentially couples 3L and 3R.

Each of the first clutch 4 and the second clutch 6 is capable of continuously changing and controlling the transmission torque (clutch engagement) capacity. For example, the clutch hydraulic fluid flow rate and the clutch hydraulic pressure are continuously controlled by a proportional solenoid. It is composed of a wet multi-plate clutch whose transmission torque (clutch engagement) capacity can be changed.
The automatic transmission 5 is similar to a well-known continuously variable transmission or planetary gear set type automatic transmission, except that the torque converter on the transmission input shaft 5a is removed and the transmission input shaft 5a is directly connected to the automatic transmission 5. 2 Coupled to the output side of clutch 6.

The power train mode selection function described above with reference to FIG. 1 will be described below.
In the power train shown in FIG. 1, the first clutch 4 is disengaged and the second clutch is used when electric driving (EV mode) used at low loads and low vehicle speeds including when starting from a stopped state is required. 6 is engaged, and the automatic transmission 5 is brought into a power transmission enabled state.

When the motor / generator 2 is driven in this state, only the output rotation from the motor / generator 2 reaches the transmission input shaft 5a, and the automatic transmission 5 rotates the input shaft 5a according to the gear ratio. The speed is changed and output from the transmission output shaft 5b.
The rotation from the transmission output shaft 5b then reaches the wheels 3L and 3R via the differential gear device 8, and the vehicle can be electrically driven (EV traveling) only by the motor / generator 2.

When hybrid driving (HEV mode), which is used when driving at high speed or when charging the battery 15, is required, the first clutch 4 and the second clutch 6 are engaged to transmit power to the automatic transmission 5. Make it possible.
In this state, the output rotation from the engine 1, or both the output rotation from the engine 1 and the output rotation from the motor / generator 2 reach the transmission input shaft 5a in cooperation with each other, and the automatic transmission 5 The rotation to the input shaft 5a is changed according to the gear ratio, and output from the transmission output shaft 5b.
The rotation from the transmission output shaft 5b then reaches the wheels 3L and 3R via the differential gear device 8, and the vehicle can be hybrid-run (HEV-run) by both the engine 1 and the motor / generator 2.

Hereinafter, a control system for the engine 1, the motor / generator 2, the first clutch 4 (CL1), and the second clutch 6 (CL2) constituting the power train of the hybrid vehicle will be described with reference to FIG.
This control system includes a hybrid controller 11 that performs integrated control of the operating point of the power train, and the hybrid controller 11 uses a known calculation based on control information from various sensor groups 12 as an operating point of the power train. Target engine torque tTe, target motor / generator speed tNm, target engagement capacity tTc1 of first clutch 4 (first clutch engagement pressure command value tPc1), target engagement capacity tTc2 of second clutch 6 (second clutch engagement) Pressure command value tPc2) and gear ratio command i are obtained.

  When the hybrid controller 11 obtains the gear ratio command i, the control information detected by the various sensor groups 12 is based on the planned shift map from the transmission output speed (vehicle speed) and the accelerator opening. A gear ratio i suitable for the driving state is obtained and determined as a gear ratio command i.

  Based on the control information from the sensor group 12 (accelerator opening, battery storage state, vehicle speed, etc.), the hybrid controller 11 operates in an operation mode (EV mode, HEV, etc.) that can realize the vehicle driving force desired by the driver. Mode) and a target engine torque tTe, a target motor / generator speed tNm, a first clutch target engagement capacity tTc1, and a second clutch target engagement capacity tTc2.

  The target engine torque tTe is supplied to the engine controller 13. This engine controller 13 is based on the engine speed from the sensor group 12 via the hybrid controller 11 and the target engine torque tTe from the hybrid controller 11. The engine 1 is controlled so that the engine torque becomes the target engine torque tTe by throttle opening control or fuel injection amount control for realizing the target engine torque tTe under the rotational speed.

  The target motor / generator rotation speed tNm is supplied to the motor controller 14. The motor controller 14 converts the electric power of the battery 15 from DC to AC by the inverter 16, and under the control of the inverter 16, the motor / generator 2 (stator coil). ), And the torque of the motor / generator 2 is feedback controlled so that the motor / generator torque becomes a torque that realizes the target motor / generator rotational speed tNm.

  The first clutch target engagement capacity tTc1 is supplied to the first clutch controller 17. The first clutch controller 17 passes the first clutch engagement pressure command value tPc1 corresponding to the first clutch target engagement capacity tTc1 and the hybrid controller 11. The first clutch through the first clutch engagement pressure control unit 18 so that the engagement pressure Pc1 of the first clutch 4 becomes the first clutch engagement pressure command value tPc1 by comparison with the first clutch engagement pressure Pc1 from the sensor group 12 The engagement pressure of the first clutch 4 is controlled by controlling the engagement pressure of 4.

  The second clutch target engagement capacity tTc2 is supplied to the second clutch controller 19. The second clutch controller 19 passes the second clutch engagement pressure command value tPc2 corresponding to the second clutch target engagement capacity tTc2 and the hybrid controller 11. The second clutch via the second clutch engagement pressure control unit 20 so that the engagement pressure Pc2 of the second clutch 6 becomes the second clutch engagement pressure command value tPc2 by comparing with the second clutch engagement pressure Pc2 from the sensor group 12 The engagement pressure of the second clutch 6 is controlled by controlling the engagement pressure of 6.

  The transmission ratio command i is supplied to the transmission controller 21, and the transmission controller 21 shifts hydraulic pressure toward the automatic transmission 5 so that the automatic transmission 5 is shifted from the current transmission ratio toward the transmission ratio command i. Is controlled by the transmission hydraulic pressure control unit 22.

<Second clutch overheat prevention control>
The overheat prevention control of the second clutch 6 that is executed by the hybrid vehicle control system shown in FIG. 1 and achieves the object of the present invention will be described below.

In the hybrid vehicle of FIG. 1, it is necessary to enable the engagement / release control of the first clutch 4 and the second clutch 6 and the transmission hydraulic pressure control of the automatic transmission 5 even while the vehicle is stopped. During this time, the motor / generator 2 is driven so that the above-described control can be performed even when the vehicle is stopped by hydraulic oil from an oil pump (not shown) driven thereby.
Therefore, the hybrid vehicle of FIG. 1 includes not only a scene in which the second clutch 6 is completely engaged, but also a WCS traveling in which the second clutch 6 is slip-engaged, for example, when starting.

  In this embodiment, engine control and motor / generator control during WSC traveling are performed as follows.

FIG. 2 shows time-series changes in the engine torque Te, the motor rotation speed Nm, and the motor torque Tm during WSC traveling.
During WSC running at the time of start, the hybrid controller 11 calculates a target driving force according to the accelerator opening signal, and calculates a target engagement capacity tTC2 of the second clutch according to the target driving force.

The second clutch controller 19 controls the engagement capacity of the second clutch 6 by controlling the engagement pressure of the second clutch 6 via the second clutch engagement pressure control unit 20 so as to become the second clutch engagement pressure command value tPc2.
To the target motor speed tNm (broken line) obtained by adding a predetermined margin (for example, about 50 rpm) to the transmission input speed Ni (one-dot chain line) determined by the current vehicle speed and the gear ratio i of the automatic transmission 5 The engine speed and the motor / generator speed are feedback controlled so that the actual motor speed Nm (solid line) follows.

If the drive wheel slips during start control, traction control is performed. When the drive wheel slips, the target drive wheel speed is calculated so that the slip ratio becomes a predetermined value or less, and the transmission capacity of the second clutch 6 is calculated based on the target drive wheel speed.
The second clutch is controlled by the second clutch controller 19 so as to have a clutch engagement force corresponding to the calculated transmission capacity.
At this time, the motor / generator 2 is set with a target torque TmL corresponding to a predetermined regenerative torque. As a result, the motor torque Tm of the motor / generator 2 sticks to the lower limit torque TmL that can be generated by the motor / generator 2 as shown in FIG.

During WSC running in the TCS state where traction control is being performed, the target motor speed tNmTCS of the motor / generator 2 is reduced to the minimum required speed for oil pump operation, etc., as shown by a two-dot chain line in FIG. Will be reduced.
Then, by determining the motor torque that realizes the target motor speed tNmTCS at the TCS as the TCS motor lower limit torque tTmTCS (indicated by a one-dot chain line in FIG. 2) in the control of the motor / generator 2, the motor torque Tm The pseudo-torque control of the motor / generator 2 is performed so as to meet the hour motor lower limit torque tTmTCS.
Thus, the motor torque Tm during WSC running in the TCS state is controlled to a value higher than the lower limit torque (maximum regenerative torque) TmL (broken line) that can be generated by the motor / generator 2 as shown by the solid line in FIG. .

Here, a target engine torque is set according to the engine speed, the deviation between the target speed of the motor / generator and the actual speed, the differential value of the deviation, and the like, and the throttle opening of the engine 11 according to the engine torque. Is controlled.
Normally, when Ni (transmission input speed) changes as indicated by a one-dot chain line, tNm (motor speed) is set at +50 rpm of Ni (transmission input speed) as shown by the broken line. The motor speed also changes as shown by the broken line.
However, when a control malfunction occurs in which extra engine torque is applied, the engine speed increases, and the motor speed may deviate from the motor target speed as indicated by the solid line. Then, when the actual motor rotational speed Nm deviates from the target motor rotational speed tNm by a set value ΔNm1 (for example, 1000 rpm) as at the instant t1 in FIG. 2, overheating due to excessive slip of the second clutch 6 is predicted. A request to prevent this overheating (second clutch overheat prevention torque down command) is issued as shown in the bottom of FIG.

During WSC running in the TCS state, there is a margin allowance ΔTm that can reduce the motor torque Tm to the lower limit torque TmL that can be generated by the motor / generator 2, and the allowance allowance ΔTm for the motor torque Tm is overheated by the second clutch 6 Can be used for prevention.
Therefore, when preventing overheating of the second clutch 6 during WSC traveling in the TCS state, the torque on the upstream side in the transmission path direction is reduced to reduce the slip rotation of the second clutch 6, as shown in FIG. It is assumed that slip rotation of the second clutch 6 is reduced to prevent overheating by reducing the engine torque that lowers Te and the motor torque down that reduces the torque Tm of the motor / generator 2.

  When overheating due to excessive slip of the second clutch 6 is foreseen at the instant t1 in Fig. 2, a request to prevent this overheating (second clutch overheating prevention torque down command) is issued as shown in the bottom row of Fig. 2 Therefore, it is necessary to reduce the torque on the upstream side in the transmission path direction of the second clutch 6 to reduce the differential rotation (slip rotation) of the second clutch 6 to prevent overheating of the second clutch 6.

During WSC running in the TCS state, as described above, the motor torque Tm reduction margin ΔTm exists, and even if the motor torque Tm decreases, the second clutch 6 can be prevented from overheating. In addition to the engine torque reduction described above for 2, this and the torque reduction of the motor / generator 2 prevent overheating of the second clutch 6.
In other words, at the instant T1 where overheating of the second clutch 6 is foreseen, the engine torque down that decreases the engine torque Te at a predetermined time change rate α as shown in FIG. 2 and the torque Tm of the motor / generator 2 are shown. As shown in Fig. 2, the motor / generator 2 is controlled by pseudo torque control so that it follows the TCS motor lower limit torque tTmTCS, thereby reducing the slip rotation of the second clutch 6 and preventing overheating of the second clutch 6. .

At the instant t2 in FIG. 2 when overheating due to excessive slip of the second clutch 6 is no longer foreseen due to such engine torque down and motor torque down, the end of overheating control of the second clutch 6 is determined, and in response to this, the second clutch The overheat prevention torque down command disappears as shown in the bottom row of FIG.
In response to the disappearance of the torque reduction command for preventing the second clutch overheating (momentary t2), the engine torque Te is increased and returned to the TCS required engine torque at a predetermined time change rate β as shown in FIG. By raising the motor lower limit torque tTmTCS toward the TCS required motor torque at a predetermined speed δ, the motor torque Tm of the motor / generator 2 is increased and returned to the TCS required motor torque at the same time change rate δ as the TCS motor lower limit torque tTmTCS. Thus, the overheat prevention control of the second clutch 6 is finished.

  By the way, the engine torque down and the time change ratio of the motor torque down after the instant t2 are set to the same without any consideration as in the prior art described in Patent Document 1, and the motor torque Tm is shown by a broken line in FIG. As shown by Y, the following problems occur when returning to the TCS required motor torque at the same time change rate β as the engine torque Te.

That is, the motor / generator 2 can change the torque more smoothly than the engine during control, and the control performance including the torque control response of the motor / generator 2 is superior to that of the engine 1, These control characteristics are not effectively used.
Therefore, after the above-described overheating prevention of the second clutch 6 (after the instant t2 in FIG. 2), the above torque increase return on the upstream side in the transmission path direction of the second clutch 6 becomes relatively slow, Due to the torque rise return delay, the motor / generator 2 causes a sudden drop in the rotational speed as shown by the broken line Z in FIG.

In addition, when the engine torque Te and the motor torque Tm rise and return speeds are the same as in the past, a large torque fluctuation of the engine is caused by the abrupt decrease in the rotational speed of the motor / generator 2 (broken line Z). The transmission path is adversely affected by the engine, and a shock due to a large torque fluctuation of the engine 1 is likely to occur, and the slip rotation of the second clutch 6 rises again due to the large torque fluctuation of the engine 1 and the second clutch 6 is reheated again. There is also concern about the problem of control hunting.
Furthermore, since the upstream torque (Te + Tm) is slowly restored after the second clutch 6 is overheated, it takes a long time for the upstream torque (Te + Tm) to return to the TCS required value. Thus, there is a problem that the traction control performance is lowered by that amount.

  In this embodiment, after preventing overheating of the second clutch 6 during the WSC running in the TCS state (after the instant t2 in FIG. 2), when the upstream torque (Te + Tm) of the second clutch 6 is raised and returned to the TCS required value. As shown in FIG. 2, the rising return speed δ of the motor torque Tm is set to be higher than the rising return speed β of the engine torque Te, so that the excellent control performance of the motor / generator 2 is effectively used.

<Effect of Example>
As described above, after preventing overheating of the second clutch 6 during the WSC running in the TCS state (after the instant t2 in FIG. 2), the motor for returning the upstream torque (Te + Tm) of the second clutch 6 to the TCS required value. According to the present embodiment in which the rising return speed δ of the torque Tm is higher than the rising return speed β of the engine torque Te, the following effects can be obtained.

  In other words, by making the motor torque increase return speed δ higher than the engine torque increase return speed β, the motor torque Tm is increased when the torque on the upstream side in the transmission path (Te + Tm) increases after the second clutch 6 is overheated. As a result, the motor torque Tm, which has superior control performance including control response and smoothness, is returned to the upstream torque (Te + Tm) before the engine torque Te. Will contribute.

  Therefore, when the torque on the upstream side in the transmission path (Te + Tm) rises again after the second clutch 6 is prevented from overheating, the control characteristics superior to those of the engine 1 or the motor / generator 2 are effectively utilized. (2) The torque increase return on the upstream side in the transmission path direction of the second clutch 6 to be performed after preventing the clutch 6 from overheating can be promptly caused, and the motor that has conventionally occurred due to the delay in the torque increase return / Abrupt rotation speed reduction of generator 2 (broken line Z in Fig. 2) can be avoided and motor rotation speed Nm can be changed in time series as planned as shown by the solid line in Fig. It is possible to prevent the retraction shock.

Further, the above difference δ> β is set between the rising return speeds β and δ of the engine torque Te and the motor torque Tm, so that the sudden rotation speed reduction of the motor / generator 2 (broken line Z in FIG. 2) does not occur. As a result, the adverse effect on the transmission path due to the large torque fluctuation of the engine 1 can be mitigated, and the shock due to the large torque fluctuation of the engine 1 is less likely to occur, and the large torque fluctuation of the engine 1 causes the second clutch 6 to The problem that the slip rotation rises again and the second clutch 6 is reheated can be avoided.
Furthermore, since the upstream side torque (Te + Tm) quickly returns after the second clutch 6 is prevented from overheating, the time until the upstream side torque (Te + Tm) returns to the required value for traction control is shortened. The traction control performance can be improved accordingly.

Further, in the present embodiment, as described above with reference to FIG. 2, during the WSC running in the TCS state, the target motor rotation speed tNmTCS of the motor / generator 2 is indicated for the operation of the oil pump and the like as indicated by a two-dot chain line in FIG. Reduce to the required minimum number of revolutions, lower than the target motor speed tNm at non-TCS,
By determining the motor torque that realizes the target motor speed tNmTCS at the TCS as the motor lower limit torque tTmTCS at the TCS time in the control of the motor / generator 2, the motor / generator is set so that the motor torque Tm follows the motor lower limit torque tTmTCS at the TCS. 2 is to be controlled by pseudo torque,
During WSC running in the TCS state, the motor torque Tm is controlled to a value higher than the lower limit torque TmL that can be generated by the motor / generator 2.

Therefore, during WSC running in the TCS state, the motor torque Tm has a margin allowance ΔTm that can be reduced to the lower limit torque TmL that can be generated by the motor / generator 2, and the reduction allowance allowance ΔTm of the motor torque Tm is set to the second clutch 6 Can be used to prevent overheating.
Therefore, when preventing overheating of the second clutch 6 during WSC running in the TCS state, the engine torque Te is reduced to reduce the slip rotation of the second clutch 6 by reducing the torque on the upstream side in the transmission path direction. By reducing the motor torque and reducing the torque Tm of the motor / generator 2, the slip rotation of the second clutch 6 can be reduced to prevent overheating, and the minimum motor speed required for oil pump operation etc. The above-described effects of the present invention can be reliably generated while ensuring the above.

1 engine
2 Motor / generator
3L, 3R left and right drive wheels (wheels)
4 First clutch
5 Automatic transmission
6 Motor / Generator
7 Second clutch
8 Differential gear unit
11 Hybrid controller
12 Various sensor groups
13 Engine controller
14 Motor controller
15 battery
16 Inverter
17 1st clutch controller
18 1st clutch engagement pressure control unit
19 Second clutch controller
20 Second clutch engagement pressure control unit
21 Transmission controller
22 Transmission hydraulic control unit

Claims (2)

In a hybrid vehicle in which a prime mover consisting of an engine and a motor / generator, a clutch and a wheel are arranged in a transmission path arrangement order, and when the vehicle starts, the clutch is changed from a released state to an engaged state, and the power of the prime mover is transmitted to the wheel.
When clutch overheating is predicted during slip engagement of the clutch, the engine torque is reduced to reduce the torque of the engine, and the motor torque is reduced to reduce the torque of the motor / generator to prevent overheating of the clutch. And
When the engine torque and the motor / generator torque are increased and returned after the clutch overheating is no longer foreseen, the motor torque increase return speed is set higher than the engine torque increase return speed. A clutch overheat prevention device for a hybrid vehicle. In the clutch overheat prevention device of the hybrid vehicle according to claim 1,
During slip engagement of the clutch, a regenerative torque smaller than the maximum regenerative torque that can be generated by the motor / generator is set as the first target torque, and when overheating of the clutch is predicted, the predetermined regenerative torque A clutch overheat prevention device for a hybrid vehicle, wherein a large regenerative torque is set as a second target torque, and the motor torque of the motor / generator for preventing clutch overheating can be reduced.

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