Clutch cooling device

Abstract

To provide a clutch cooling device capable of cooling a clutch actively.SOLUTION: A clutch cooling device of a vehicle includes: a clutch 30 provided in a power transmission path between an engine configured to output a drive force of a vehicle and driving wheels; a clutch housing 32 which houses the clutch 30; a radiator fan 61; and a control device which controls driving of the radiator fan 61. The clutch housing 32 is provided with a suction port 32a and an exhaust port 32b allowing communication between the inside of the housing and the outside of the housing. The suction port 32a is open to face airflow generated by the radiator fan 61 and the control device drives the radiator fan 61 when a clutch temperature is higher than or equal to a predetermined temperature.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a clutch cooling device. [Background technology]

[0002] Patent Document 1 discloses a radiator fan control device for a hybrid vehicle that, when traveling at low vehicle speeds where sufficient airflow cannot flow into the engine compartment, stops the radiator fan, which can cause the temperature in the engine compartment to rise and thermally affect the components in the engine compartment. Therefore, by not stopping the radiator fan but running it at low speeds while traveling at low speeds, it is possible to ensure thermal reliability in the engine compartment while improving fuel efficiency. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2008-37334 Summary of the Invention [Problem to be solved by the invention]

[0004] In a vehicle equipped with a clutch, for example, when starting and stopping repeatedly due to traffic congestion, the clutch may slip frequently, causing the clutch to overheat. To prevent the clutch from overheating, it is desirable to actively cool the clutch.

[0005] However, in the radiator fan control device described in Patent Document 1, the radiator fan is operated at low speed during low-speed driving, but no consideration is given to actively cooling the clutch.

[0006] The present invention has been made in view of the above circumstances, and has an object to provide a clutch cooling device that can actively cool the clutch. [Means for solving the problem]

[0007] In order to achieve the above-mentioned object, the present invention provides a clutch cooling device for a vehicle, comprising: a clutch provided in a power transmission path between a driving force source that outputs driving force for the vehicle and the drive wheels; a clutch housing that accommodates the clutch; a radiator fan; and a control device that controls the driving of the radiator fan, wherein the clutch housing is provided with an intake port and an exhaust port that connect the inside of the housing to the outside of the housing, the intake port opens so as to face the airflow generated by the radiator fan, and the control device is configured to drive the radiator fan when the temperature of the clutch is equal to or higher than a predetermined temperature. [Effects of the Invention]

[0008] According to the present invention, it is possible to provide a clutch cooling device that can actively cool the clutch. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a plan view showing a schematic configuration of a vehicle equipped with a clutch cooling device according to an embodiment of the present invention. [Figure 2] FIG. 2 is a block diagram of a control device for a vehicle equipped with a clutch cooling device according to one embodiment of the present invention. [Figure 3] 3 is a view taken in the direction of the arrows III-III in FIG. 1, and is a cross-sectional view showing the relationship between the clutch housing and the radiator fan. [Figure 4] FIG. 4 is a time chart illustrating the operation of the clutch cooling device according to one embodiment of the present invention. [Figure 5] FIG. 5 is a time chart showing an example of the operation of the clutch cooling device according to one embodiment of the present invention when switching from HEV driving to EV driving. [Figure 6] FIG. 6 is a time chart showing an example of the operation of the clutch cooling device according to one embodiment of the present invention during EV driving. DETAILED DESCRIPTION OF THE INVENTION

[0010] A clutch cooling device according to one embodiment of the present invention is a clutch cooling device for a vehicle including a clutch provided in a power transmission path between a driving force source that outputs driving force for the vehicle and a drive wheel, a clutch housing that accommodates the clutch, a radiator fan, and a control device that controls operation of the radiator fan, the clutch housing having an air intake port and an exhaust port that communicate between the interior and exterior of the housing, the air intake port opening to face the airflow generated by the radiator fan, and the control device driving the radiator fan when the temperature of the clutch is equal to or higher than a predetermined temperature. This allows the clutch cooling device according to one embodiment of the present invention to actively cool the clutch. [Example]

[0011] 1 to 6, a clutch cooling device according to one embodiment of the present invention will be described using an example in which the clutch cooling device is mounted on a vehicle 1. Note that in Fig. 1 and Fig. 3, the front-rear, up-down, left-right directions represent the front-rear, up-down, left-right directions of the vehicle.

[0012] As shown in FIG. 1, the vehicle 1 includes an engine 2 as an internal combustion engine, a transmission 3, a motor generator 4 as a motor (see FIG. 2), drive wheels 5, a radiator 6, and a control device 10.

[0013] In this embodiment, the engine 2 and the motor generator 4 function as a driving force source that generates driving force (torque) for driving the vehicle 1. Therefore, the vehicle 1 constitutes a parallel hybrid system that can use the driving forces of both the engine 2 and the motor generator 4 to drive the vehicle, and is a hybrid vehicle that runs using the driving force output by at least one of the engine 2 and the motor generator 4.

[0014] The engine 2 is formed with a plurality of cylinders. In this embodiment, the engine 2 is configured to perform a series of four strokes for each cylinder, consisting of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. The engine 2 is configured to be able to transmit power to the drive wheels 5 via a clutch 30 (see FIG. 3), which will be described later.

[0015] The transmission 3 changes the speed of the rotation output from the engine 2 and drives the drive wheels 5 via the drive shaft 23. The transmission 3 includes a speed change mechanism (not shown), a clutch 30 (see FIG. 3), and an actuator (not shown).

[0016] The transmission 3 is configured as an AMT (Automated Manual Transmission), which is an automatic transmission that automates the gear shifting operation based on the structure of a manual transmission, and an actuator is used to change gears in the transmission mechanism and to engage and disengage the clutch 30.

[0017] The speed change mechanism is housed in a transmission case 31. A clutch housing 32 is provided adjacent to this transmission case 31. The transmission case 31 and the clutch housing 32 are fastened to each other.

[0018] The clutch 30 is accommodated in a clutch housing 32 (see FIG. 3). The clutch 30 is provided in a power transmission path between the engine 2 and the drive wheels 5, specifically, in a power transmission path between the engine 2 and a transmission mechanism.

[0019] The clutch 30 is a friction clutch that can be switched between a connected state, in which the power transmission path between the engine 2 and the transmission mechanism is connected, and a disconnected state, in which the power transmission path is disconnected, by a clutch actuator 16 (see FIG. 2), which will be described later. The clutch 30 is a dry clutch.

[0020] The motor generator 4 is connected to the output side of the transmission mechanism via a power transmission mechanism such as a chain. Therefore, no disconnection mechanism such as a clutch 30 is provided between the motor generator 4 and the drive wheels 5, and the motor generator 4 is directly connected to the drive wheels 5 via the power transmission mechanism. As a result, the motor generator 4 is configured to be able to transmit power to the drive wheels 5 without using the clutch 30.

[0021] The motor generator 4 functions as an electric motor and also as a generator, and is capable of generating electricity when the vehicle 1 runs.

[0022] The radiator 6 is disposed in front of the transmission 3 , that is, in front of the transmission case 31 and the clutch housing 32 .

[0023] The radiator 6 has the function of cooling the coolant flowing through the engine 2, and is configured to include a radiator fan 61 that takes air into the engine compartment 20 from the front of the vehicle 1, and a radiator fan shroud 62 that covers the radiator fan 61. When the radiator fan 61 rotates, an airflow is generated toward the inside of the engine compartment 20, i.e., toward the clutch housing 32 side.

[0024] As shown in FIG. 2, the control device 10 is composed of a computer unit having a CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), flash memory for storing backup data, etc., input ports, and output ports.

[0025] The ROM of these computer units stores programs for causing the computer units to function as the control device 10, together with various constants and maps, for example.

[0026] The control device 10 is connected to various sensors such as a crank angle sensor 11, a clutch rotation speed sensor 12, a clutch temperature sensor 13, and a vehicle speed sensor 14.

[0027] The crank angle sensor 11 detects the rotation angle (hereinafter referred to as "crank angle") of the crankshaft of the engine 2. The control device 10 calculates the engine speed, which is the rotation speed of the engine 2, based on information indicating the crank angle input from the crank angle sensor 11.

[0028] The clutch rotation speed sensor 12 detects the rotation speed of the friction engagement element on the output side of the clutch 30 (hereinafter referred to as "clutch rotation speed"), in other words, the rotation speed on the input side of the speed change mechanism.

[0029] The clutch temperature sensor 13 detects the temperature of the clutch 30 (hereinafter referred to as "clutch temperature"), i.e., the temperature of the friction surface of the clutch 30. The clutch temperature may be estimated by the control device 10 based on, for example, the engine speed, the clutch speed, the slippage of the clutch 30, the heat capacity or absorbed energy of the clutch 30, etc. The vehicle speed sensor 14 detects the vehicle speed, which is the speed of the vehicle 1.

[0030] In addition, various devices such as the motor generator 4, a clutch actuator 16, and a fan motor 17 are connected to the control device 10. The clutch actuator 16 switches the operating state of the clutch 30.

[0031] The fan motor 17 is a motor that drives the radiator fan 61, and the rotation speed thereof is controlled by the control device 10. As a result, the rotation speed of the radiator fan 61 is controlled by the control device 10.

[0032] Furthermore, various controllers such as a battery management controller 18 are connected to the control device 10 so as to be capable of two-way communication.

[0033] The battery management controller 18 is configured to manage the SOC (State Of Charge) of a high-voltage battery (not shown) that supplies power to the motor generator 4. The battery management controller 18 monitors the SOC of the high-voltage battery (hereinafter referred to as "battery SOC") and transmits, for example, the current battery SOC to the control device 10. The high-voltage battery is configured to be able to supply power to the fan motor 17 as well.

[0034] The control device 10 is configured to switch the driving state (driving mode) of the vehicle 1. The driving state of the vehicle 1 includes EV driving and HEV driving.

[0035] EV driving is a driving state in which the operation of the engine 2 is stopped and the vehicle 1 is driven by the power (hereinafter also referred to as motor torque) of the motor generator 4. During EV driving, the control device 10 controls the motor generator 4 so that the driver requested torque is satisfied by the motor torque.

[0036] HEV driving is a driving state in which the engine 2 is operated and the vehicle 1 is driven by the power of the engine 2 (hereinafter also referred to as engine torque) and the power of the motor generator 4. During HEV driving, the control device 10 controls the engine 2 and the motor generator 4 so that the total torque obtained by adding the engine torque and the motor torque satisfies the driver's requested torque.

[0037] Next, the structure for cooling the clutch 30 will be described with reference to FIG.

[0038] As shown in FIG. 3, the clutch housing 32 of this embodiment is provided with an intake port 32a and an exhaust port 32b that communicate between the inside of the housing where the clutch 30 is disposed and the outside of the housing.

[0039] Air intake port 32a is formed in the front wall surface of clutch housing 32, i.e., the wall surface of clutch housing 32 facing radiator 6 on the radiator 6 side, and opens to face the airflow generated by radiator fan 61. As a result, wind that has passed through radiator 6 from the front of vehicle 1 or wind from radiator fan 61 is blown into air intake port 32a and enters the interior of clutch housing 32 through air intake port 32a. In other words, cool air taken in from outside engine compartment 20 (see FIG. 1) as vehicle 1 travels or radiator fan 61 rotates is taken into clutch housing 32 through air intake port 32a.

[0040] The cool air taken into the clutch housing 32 through the intake port 32a comes into contact with the heated clutch 30, removing heat from the clutch 30 and cooling the clutch 30.

[0041] Exhaust port 32b is formed in the upper wall surface of clutch housing 32 and opens upward. Air that has absorbed heat from clutch 30 and is warmed is discharged to the outside of the housing through exhaust port 32b. Fresh air enters the interior of clutch housing 32 through intake port 32a due to the wind from radiator fan 61, and the hot air inside clutch housing 32 is discharged through exhaust port 32b, thereby actively ventilating the interior of clutch housing 32.

[0042] Next, drive control of the radiator fan 61 in the structure for cooling the above-described clutch 30 will be described with reference to Fig. 4. The drive control of the radiator fan 61 is executed by the control device 10. Note that Fig. 4 shows the drive control of the radiator fan 61 during HEV driving.

[0043] The control device 10 drives the radiator fan 61 for cooling the clutch 30 when both the clutch condition based on the clutch temperature and the vehicle speed condition based on the vehicle speed are met.

[0044] Specifically, when the fan drive request (clutch condition) based on the satisfaction of the clutch condition and the fan drive request (vehicle speed condition) based on the satisfaction of the vehicle speed condition both become "True" indicating "execution," the control device 10 outputs the final fan drive request (final value) as "Request" to the fan motor 17.

[0045] The clutch condition is that the clutch temperature is equal to or higher than a predetermined temperature. The vehicle speed condition is that the vehicle speed is equal to or lower than a predetermined vehicle speed. Furthermore, the fan drive request (clutch condition) becomes "False" indicating "Stop" when the clutch temperature is equal to or lower than a release temperature that is lower than the predetermined temperature. The fan drive request (vehicle speed condition) becomes "False" indicating "Stop" when the vehicle speed is equal to or higher than the release vehicle speed. Furthermore, the fan drive request (final value) becomes "No Request" which does not request that the fan motor 17 be driven when either the fan drive request (clutch condition) or the fan drive request (vehicle speed condition) is "False."

[0046] 4, at time t0, the vehicle speed is equal to or lower than a predetermined vehicle speed, which is "True," but the clutch temperature is lower than a predetermined temperature, which is "False." Therefore, the clutch condition is not met, and the final fan drive request (final value) is "No Request." Therefore, at time t0, the fan motor 17 is not driven, and the radiator fan 61 is not rotating.

[0047] Thereafter, if the vehicle is repeatedly started and stopped due to traffic congestion, for example, the clutch generates heat due to friction caused by slippage of the clutch, causing the clutch temperature to rise. Under these circumstances, when the clutch temperature reaches or exceeds a predetermined temperature at time t1, both the clutch condition and the vehicle speed condition are met, and the final fan drive request (final value) becomes "Request." As a result, from time t1, the fan motor 17 is driven and the radiator fan 61 rotates. As a result, cool air is drawn into the clutch housing 32, cooling the clutch 30.

[0048] Thereafter, when the vehicle speed reaches or exceeds the release vehicle speed at time t2, the vehicle speed condition is no longer satisfied, and the final fan drive request (final value) becomes "No Request." As a result, from time t2, the fan motor 17 stops, and the rotation of the radiator fan 61 also stops. At the release vehicle speed shown in FIG. 4, as shown in FIG. 4, the engine speed and the clutch speed match, the clutch is in a fully engaged state without slipping, and the vehicle can travel without generating frictional heat due to slippage of a partial clutch, etc. The release vehicle speed may also be a speed at which the wind generated by the vehicle 1 acting on the intake port 32a as the vehicle 1 travels.

[0049] In other words, when the clutch 30 is fully engaged, no further heat is generated in the clutch 30. Also, it is expected that cool air will be drawn into the clutch housing 32 by the wind generated when traveling at a predetermined vehicle speed or above. Therefore, the rotation of the radiator fan 61 is no longer essential for cooling the clutch 30, and the rotation of the radiator fan 61 can be stopped.

[0050] Thereafter, if the vehicle speed again drops below the predetermined vehicle speed at time t3 without the clutch 30 being cooled, both the clutch condition and the vehicle speed condition are met, and the final fan drive request (final value) becomes "Request." As a result, the fan motor 17 is driven again from time t3, and the radiator fan 61 rotates. As a result, cool air is drawn into the clutch housing 32, and the radiator fan 61 starts cooling the clutch 30 again.

[0051] Next, if the clutch temperature drops below the release temperature at time t4 while the vehicle speed remains below the predetermined vehicle speed, the clutch condition is no longer met and the final fan drive request (final value) becomes "No Request." This causes the radiator fan 61 to stop cooling the clutch 30, and from time t4, the fan motor 17 stops, and the rotation of the radiator fan 61 also stops.

[0052] Next, the rotation speed of the radiator fan 61 when switching from HEV driving to EV driving will be described with reference to FIG.

[0053] 5, at time t10, the vehicle 1 is running in HEV mode, the radiator fan 61 is rotating at the maximum rotational speed, and the clutch 30 is being cooled. At this time, noise caused by the driving of the radiator fan 61 (hereinafter referred to as "fan noise") is generated at a level similar to that of noise caused by the operation of the engine 2 (hereinafter referred to as "engine noise").

[0054] After that, at time t11, when the driving mode of the vehicle 1 switches from HEV driving to EV driving, the engine 2 is stopped by fuel cut-off ON and the clutch 30 is switched to a disengaged state. As a result, the engine speed decreases toward 0 and engine torque is no longer transmitted to the drive shaft 23. Furthermore, the clutch torque becomes 0, and power is no longer transmitted by the clutch 30.

[0055] Furthermore, after time t11, i.e., during EV driving, the control device 10 controls the fan motor 17 to reduce the rotation speed of the radiator fan 61 compared to when the vehicle is running in HEV mode. As a result, the rotation speed of the radiator fan 61 decreases from time t11 onwards.

[0056] As a result, after time t11, i.e., after switching from HEV driving to EV driving, fan noise decreases along with the reduction in engine noise. Therefore, during EV driving, which does not generate engine noise, fan noise is prevented from being transmitted as loud noise into, for example, the vehicle interior.

[0057] Next, drive control of the radiator fan 61 during EV driving will be described with reference to FIG.

[0058] In this embodiment, when the clutch temperature is high during EV driving, the control device 10 preferably sets a first predetermined temperature and a second predetermined temperature as the predetermined temperatures for the clutch conditions described above, and controls the rotation speed of the radiator fan 61 based on these two first and second predetermined temperatures. The first predetermined temperature is set to a temperature higher than the second predetermined temperature.

[0059] Specifically, the control device 10 controls the fan motor 17 so that the rotation speed of the radiator fan 61 is slower when the clutch temperature is below the first predetermined temperature and equal to or higher than the second predetermined temperature than when the clutch temperature is equal to or higher than the first predetermined temperature. In other words, the control device 10 slows the rotation speed of the radiator fan 61 when the clutch temperature is low compared to when the clutch temperature is high.

[0060] For example, as shown in Fig. 6, at time t20 during EV driving, the clutch temperature is equal to or higher than the first predetermined temperature, so the radiator fan 61 rotates at the maximum rotation speed. In other words, the power consumption by the radiator fan 61 is large. Furthermore, since the vehicle 1 is in EV driving, the battery SOC has been gradually decreasing since time t20.

[0061] Thereafter, when the clutch temperature decreases and falls below the first predetermined temperature at time t21, the rotation speed of the radiator fan 61 is reduced. As a result, the power supplied from the high-voltage battery to the fan motor 17 decreases, and the rate at which the battery SOC decreases becomes gentler as shown by the solid line in FIG.

[0062] If the clutch condition has only one predetermined temperature (for example, if there is no second predetermined temperature), the first predetermined temperature will be set to a lower temperature. For example, if the first predetermined temperature is set to a temperature lower than the first predetermined temperature of this embodiment shown in FIG. 6, when the clutch temperature falls below the first predetermined temperature of this embodiment, the clutch temperature will drop more quickly compared to when the second predetermined temperature is set, as shown by the dashed line in FIG. 6, but the battery SOC will drop more quickly than when the second predetermined temperature is set. As a result, when the clutch condition has only one predetermined temperature, the battery SOC will reach the engine start threshold earlier than when the second predetermined temperature is set (time t22). Therefore, the engine will start earlier than when the second predetermined temperature is set. In this case, the EV driving time cannot be increased.

[0063] In contrast, when the second predetermined temperature is set as described above, the power consumption of the fan motor 17 can be reduced, which slows down the rate at which the battery SOC drops and lengthens the time it takes for the battery SOC to reach the engine start threshold. In other words, the clutch temperature is rapidly reduced to a certain level (the first predetermined temperature), and then the clutch temperature is reduced relatively slowly to the second predetermined temperature. This allows the EV driving time to be increased.

[0064] Next, when the clutch temperature falls below the second predetermined temperature at time t23, the rotation speed of the radiator fan 61 becomes minimum (including 0).

[0065] Thereafter, when the battery SOC reaches the engine start threshold at time t24, the engine is started and the driving mode is switched from EV driving to HEV driving. In this embodiment shown in Figure 6, the rotation speed of fan motor 17 that cools clutch 30 is adjusted in accordance with the temperature of clutch 30. Note that although this embodiment shown in Figure 6 illustrates a case where the temperature of clutch 30 decreases, the rotation speed of fan motor 17 is also adjusted in multiple stages when the temperature of clutch 30 increases.

[0066] As described above, the clutch cooling device of this embodiment has an intake port 32a and an exhaust port 32b provided in the clutch housing 32, the intake port 32a opens so as to face the airflow generated by the radiator fan 61, and the control device is configured to drive the radiator fan 61 when the clutch temperature is equal to or higher than a predetermined temperature.

[0067] With this configuration, when the clutch 30 generates heat, the clutch cooling device according to this embodiment can cool the clutch 30 using the existing radiator fan 61, without providing a dedicated cooling fan for clutch cooling. Furthermore, cool air carried by the airflow generated by the radiator fan 61 is taken into the clutch housing 32 through the intake port 32a, and the air that has exchanged heat with the clutch 30 is discharged to the outside of the housing through the exhaust port 32b, so that the clutch 30 can be actively cooled.

[0068] Furthermore, the clutch cooling device according to this embodiment reduces the rotation speed of the radiator fan 61 when the clutch temperature is low compared to when the clutch temperature is high, thereby reducing the power consumption of the fan motor 17 and increasing the EV driving time. Furthermore, the ability to reduce the rotation speed of the radiator fan 61 depending on the clutch temperature contributes to maintaining quietness inside the vehicle cabin.

[0069] Furthermore, the clutch cooling device according to this embodiment reduces the rotation speed of the radiator fan 61 during EV driving compared to HEV driving, so that quietness inside the vehicle cabin can be maintained during EV driving when no engine noise is generated.

[0070] In this embodiment, a duct (not shown) may be provided at the intake port 32a. In this case, the inlet of the duct has a larger diameter than the intake port 32a so as to easily take in wind generated by running and wind generated by the radiator fan 61, and opens to face the airflow generated by the radiator fan 61. In this way, providing a duct at the intake port 32a increases the degree of freedom in the placement of the intake port 32a. For example, the intake port 32a can be provided below or above the clutch housing 32.

[0071] Furthermore, in this embodiment, the exhaust port 32b is not limited to being provided on the top surface of the clutch housing 32, and may be provided on, for example, the rear surface or bottom surface of the clutch housing 32. In this case, in relation to the arrangement of the intake port 32a, the exhaust port 32b is preferably arranged at a position where an air flow can be generated that enables the cool air taken in through the intake port 32a to efficiently exchange heat with the clutch 30.

[0072] Furthermore, in this embodiment, the radiator fan 61 for cooling the clutch 30 is driven when both the clutch condition and the vehicle speed condition are met, but this is not limiting, and the radiator fan 61 for cooling the clutch 30 may be driven, for example, when the clutch condition is met.

[0073] Furthermore, in this embodiment, the vehicle 1 is described as being applied to a hybrid vehicle in which the motor generator 4 is connected to the output side of the transmission mechanism, in other words, the motor generator 4 is connected downstream of the clutch 30 in the power transmission path, but the vehicle 1 may also be applied to a hybrid vehicle in which the motor generator 4 is connected upstream of the clutch 30 in the power transmission path.

[0074] While an embodiment of the present invention has been disclosed, it will be apparent to one skilled in the art that modifications may be made thereto without departing from the scope of the present invention, and it is intended that all such modifications and equivalents be included in the following claims. [Explanation of symbols]

[0075] 1 vehicle (hybrid vehicle) 2 Engine (power source, internal combustion engine) 3 Transmission 4 Motor generator (motor) 5 drive wheels 6 Radiator 10 Control device 11 Crank angle sensor 12 Clutch rotation speed sensor 13 Clutch temperature sensor 14 Vehicle speed sensor 17 Fan motor 18 Battery Management Controller 20 Engine Room 30 Clutch 31 Transmission case 32 Clutch housing 32a Air intake 32b Exhaust port 61 Radiator fan

Claims

1. A clutch cooling device for a vehicle, comprising: a clutch provided in a power transmission path between a driving force source that outputs driving force for a vehicle and a driving wheel; a clutch housing that accommodates the clutch; a radiator fan; and a control device that controls driving of the radiator fan, The clutch housing is provided with an intake port and an exhaust port that communicate between the inside of the housing and the outside of the housing, The intake port is open so as to face the airflow generated by the radiator fan, The control device drives the radiator fan when the temperature of the clutch is equal to or higher than a predetermined temperature.

2. 2. The clutch cooling device according to claim 1, wherein the control device reduces the rotation speed of the radiator fan when the temperature of the clutch is low compared to when the temperature is high.

3. the vehicle is a hybrid vehicle that uses an internal combustion engine as the driving power source and is equipped with a motor in addition to the internal combustion engine that can transmit power to the drive wheels without using the clutch, 2. The clutch cooling device according to claim 1, wherein the control device reduces the rotation speed of the radiator fan during EV driving using power from the motor compared to during HEV driving using power from the internal combustion engine.

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