Information processing method and heat management system

Abstract

This heat management system manages the temperature of an engine in a plug-in hybrid vehicle, the heat management system including a high-temperature circulation circuit capable of circulating cooling water between an engine and a first radiator, and a low-temperature circulation circuit capable of circulating cooling water between a motor and a second radiator. When the plug-in hybrid vehicle travels in CD mode, the high-temperature circulation circuit and the low-temperature circulation circuit are connected, and the engine is warmed up by the cooling water heated by the motor.

Description

Information processing method and thermal management system

[0001] The present invention relates to an information processing method and a thermal management system.

[0002] Conventionally, plug-in hybrid vehicles (hereinafter sometimes abbreviated as "PHEVs") have been known that are equipped with an engine and a motor as drive sources for the vehicle and that can charge a battery from an external power source. For example, Patent Document 1 listed below discloses a PHEV that, after starting to travel, travels using the motor in a so-called CD (Charge Depleting) mode until the battery's charge level (SOC value) drops to a predetermined level, and then, once the charge level drops to the predetermined level, travels using both the engine and the motor in a so-called CS (Charge Sustaining) mode.

[0003] JP 2014-051199 A

[0004] However, the above-described conventional technology has a problem in that when the driving mode of a PHEV transitions from CD mode to CS mode, the engine starts from a cold state, causing problems such as a deterioration in emissions. In one aspect, the present invention has been made in consideration of such circumstances, and an object of the present invention is to provide an information processing method and a thermal management system in a PHEV that avoids a deterioration in emissions by appropriately warming up the engine.

[0005] In order to solve the above-described problems, an information processing method according to one aspect of the present invention is an information processing method for causing a processor to execute a process for managing the temperature of an engine in a plug-in hybrid vehicle that has an engine and a motor as drive sources for the vehicle and is capable of charging a battery from an external power source, the plug-in hybrid vehicle comprising: a high-temperature circulation circuit that allows coolant to circulate between the engine and a first radiator; a low-temperature circulation circuit that allows the coolant to circulate between the motor and a second radiator; a first connecting passage that allows the coolant to be introduced from the low-temperature circulation circuit to the high-temperature circulation circuit, the first connecting passage branching from a position in the low-temperature circulation circuit that is upstream of the second radiator and downstream of the motor, and joining the high-temperature circulation circuit at a position upstream of the engine and downstream of the first radiator; and a first three-way valve provided at a connection point between the high-temperature circulation circuit and the first connecting passage, the opening and closing of which is controlled by the processor, and a first three-way valve capable of adjusting the flow rate of the cooling water introduced from a connecting passage to the engine; a second three-way valve provided at a connection point between the low-temperature circulation circuit and the first connecting passage, the second three-way valve being controlled to open and close by the processor and capable of adjusting the flow rate of the cooling water introduced from the motor to the second radiator and the flow rate of the cooling water introduced from the motor to the first connecting passage; and a second connecting passage capable of introducing the cooling water from the high-temperature circulation circuit to the low-temperature circulation circuit, a second connecting passage that branches off from a position downstream of the engine and upstream of the first radiator and joins the low-temperature circulation circuit at a position downstream of the second radiator and upstream of the motor; and a third three-way valve that is provided at a connection point between the high-temperature circulation circuit and the second connecting passage, the third three-way valve being controlled to open and close by the processor and capable of adjusting the flow rate of the cooling water introduced from the engine to the first radiator and the flow rate of the cooling water introduced from the engine to the second connecting passage;a fourth three-way valve provided at a connection point between the low-temperature circulation circuit and the second connecting passage, the fourth three-way valve being controlled by the processor to open and close and capable of adjusting a flow rate of the cooling water introduced from the second connecting passage to the motor and a flow rate of the cooling water introduced from the second radiator to the motor, and the processor is configured to determine whether the plug-in hybrid vehicle is a CD (Charge Dealer). and, when the driving mode information acquired in the driving mode information acquisition step indicates that the plug-in hybrid vehicle is driving in the CD mode, warming up the engine with the coolant heated by the motor, controlling the second three-way valve to block introduction of the coolant from the motor to the second radiator and introduce the coolant from the motor to the first connecting passage, controlling the first three-way valve to block introduction of the coolant from the first radiator to the engine and introduce the coolant from the first connecting passage to the engine, controlling the third three-way valve to block introduction of the coolant from the engine to the first radiator and introduce the coolant from the engine to the second connecting passage, and controlling the fourth three-way valve to introduce the coolant from the second connecting passage to the motor and cut off introduction of the coolant from the second radiator to the motor.

[0006] According to the present invention, it is possible to provide an information processing method and a thermal management system for a PHEV that can avoid deterioration of emissions by appropriately warming up the engine.

[0007] 1 is a block diagram showing a schematic configuration of a vehicle equipped with an information processing device according to an embodiment. 2 is a block diagram showing a schematic configuration of the thermal management system of FIG. 1. 3 is a schematic diagram showing an example of a hardware configuration of an information processing device according to an embodiment. 4 is a schematic diagram showing an example of a software configuration of an information processing device according to an embodiment. 5 is a diagram showing an example of a software configuration of an information processing device according to an embodiment. 6 is a diagram showing an example of the amount of coolant flowing out from the motor introduced into the engine, etc., when the motor inlet coolant temperature does not approach the ePT upper limit coolant temperature during CD mode. 7 is a diagram showing an example of the amount of coolant flowing out from the motor introduced into the engine, etc., when the motor inlet coolant temperature approaches the ePT upper limit coolant temperature during CD mode. 8 is a diagram showing an example of the amount of coolant flowing out from the motor introduced into the second radiator, etc., when the motor inlet coolant temperature approaches the ePT upper limit coolant temperature after the coolant flowing out from the motor is introduced into the engine and engine oil cooler. 9 is a flowchart showing an example of the processing procedure of an information processing device according to an embodiment. 10 is a flowchart showing an example of the processing procedure of an information processing device according to an embodiment, different from the example shown in FIG.

[0008] An embodiment according to one aspect of the present invention (hereinafter also referred to as "the present embodiment") will be described below with reference to the drawings. However, the present embodiment described below is merely an example of the present invention in all respects. Needless to say, various improvements and modifications can be made without departing from the scope of the present invention. In other words, when implementing the present invention, specific configurations according to the embodiment may be appropriately adopted. Note that, although data appearing in the present embodiment are described in natural language, more specifically, they are specified using pseudo-language, commands, parameters, machine language, etc. that can be recognized by a computer.

[0009] §1 Application Example FIG. 1 is a block diagram showing a schematic configuration of a vehicle VH equipped with an information processing device (information processing device 1) according to this embodiment. The vehicle VH is a plug-in hybrid vehicle that includes an engine 20 and a motor of an e-powertrain 40 as drive sources for the vehicle VH and is capable of charging a battery (not shown) from an external power source. In this embodiment, the "plug-in hybrid vehicle" may be referred to as a "PHEV." Similarly, the "e-powertrain 40" may be referred to as an "ePT 40."

[0010] The vehicle VH is an example of a "plug-in hybrid vehicle" of the present invention, and after starting to travel, the vehicle travels in a so-called CD (Charge Depleting) mode using the motor of the ePT 40 until the battery's charge level (SOC value) drops to a predetermined level. Furthermore, once the SOC value drops to the predetermined level, the vehicle VH travels in a so-called CS (Charge Sustaining) mode using both the engine 20 and the motor of the ePT 40. The vehicle VH illustrated in FIG. 1 includes a thermal management system Sys that manages the temperatures (heat) of the engine 20 and the ePT 40, and a vehicle ECU (Electronic Control Unit) 2.

[0011] The thermal management system Sys is an example of the "thermal management system" of the present invention and manages the temperature of the engine 20. In this embodiment, it manages the temperatures of the engine 20 and the ePT 40. The thermal management system Sys illustrated in FIG. 1 includes a thermal circuit TC and an information processing device 1. The thermal circuit TC is a circuit through which coolant CW circulates to exchange heat with the engine 20 and the ePT 40. As will be described in detail later with reference to FIG. 2 , the thermal circuit TC includes a high-temperature circuit HT, a low-temperature circuit LT, multiple connection passages CP connecting these two circuits, and multiple three-way valves TV that control (adjust) the flow rate of the coolant CW flowing through each connection passage CP.

[0012] The information processing device 1 controls the flow of the coolant CW in the thermal circuit TC by controlling the opening and closing of multiple three-way valves TV and the like included in the thermal circuit TC. In particular, the information processing device 1 illustrated in Fig. 1 generates a control signal CS using the coolant temperature TW of the coolant CW detected in the thermal circuit TC, as well as driving mode information IM, route information IR, and the like received from the vehicle ECU 2. The information processing device 1 transmits the generated control signal CS to the multiple three-way valves TV and the like in the thermal circuit TC to control the opening and closing of these multiple three-way valves TV and the like, thereby controlling the flow of the coolant CW in the thermal circuit TC.

[0013] The vehicle ECU 2 detects and controls the state of the vehicle VH. The vehicle ECU 2 is connected to the information processing device 1 via, for example, a Controller Area Network (CAN) or other in-vehicle LAN, allowing them to transmit and receive information (communicate) with each other. The vehicle ECU 2 may include, for example, a driving system ECU that controls the engine 20, motor drive, brake drive, and power steering drive, as well as an information system ECU that controls, for example, a car navigation system and audio equipment. The vehicle ECU 2 according to this embodiment outputs driving mode information IM indicating the driving mode of the vehicle VH to the information processing device 1. The driving mode information IM indicates the driving mode of the vehicle VH, for example, whether the vehicle VH is driving in CD mode or CS mode. The vehicle ECU 2 according to this embodiment (particularly the vehicle ECU 2 that controls the car navigation system) also outputs route information IR indicating the planned route along which the vehicle VH will travel to the information processing device 1.

[0014] The engine 20 is, for example, a spark-ignition gasoline engine. The engine 20 may be started and stopped based on control commands from the vehicle ECU 2, and may also be controlled for throttle valve opening, ignition timing, and fuel injection amount. The ePT 40 includes a motor (drive motor) that drives the vehicle VH and an inverter unit electrically connected to the motor, and operates based on control commands from the vehicle ECU 2, for example. The inverter unit converts DC power supplied from the battery into AC power suitable for driving the motor and supplies it to the motor. The inverter unit may further convert regenerative power from the motor into DC power suitable for charging the battery. In addition to the motor and inverter unit, the ePT 40 may include other components, such as a reduction gear (gearbox). The reduction gear reduces the rotation of the motor and transmits it to a drive shaft to drive the drive wheels.

[0015] In a PHEV such as the vehicle VH, when the driving mode transitions from the CD mode to the CS mode, if the engine (e.g., the engine 20 of the vehicle VH) is started from a cold state, problems such as a deterioration in emissions may occur. That is, immediately after the transition from the CD mode to the CS mode, the temperature of the engine (e.g., the area around the engine cylinders) (e.g., the coolant temperature TW of the coolant CW around the cylinders) is generally low, resulting in a high content of unburned components (HC, CO) in the exhaust gas. Furthermore, when the oil temperature is low, friction (friction torque) is high, and fuel economy deteriorates immediately after the transition from the CD mode to the CS mode.

[0016] Therefore, during the CD mode, the thermal management system Sys according to this embodiment uses the engine 20 (e.g., a high-temperature circuit HT through which the coolant CW can circulate between the engine 20 and the first radiator 30) as a radiator to cool the ePT 40, including the motor. In the thermal management system Sys, the ePT 40 is cooled and the coolant CW is heated through heat exchange between the ePT 40 (e.g., the motor) and the coolant CW. During the CD mode, the thermal management system Sys introduces the coolant CW (i.e., the coolant CW heated through heat exchange with the ePT 40) into the engine 20 before it is started (i.e., the coolant CW is not generating heat and is at a low temperature). As a result, even while the vehicle VH is running in the CD mode, the thermal management system Sys can cool the coolant CW heated by the ePT 40 and warm up the engine 20 through heat exchange between the engine 20 before it is started and the coolant CW. In other words, while the vehicle VH is running in the CD mode, the thermal management system Sys pre-warms the coolant CW circulating through the high-temperature circuit HT (e.g., the coolant CW introduced into the engine 20) using exhaust heat from the ePT 40 (e.g., a motor provided in the ePT 40). By performing this thermal management (information processing method PM), the thermal management system Sys can efficiently warm up the engine 20 (especially the engine 20 before starting) before the running mode of the vehicle VH transitions from the CD mode to the CS mode. Therefore, the thermal management system Sys (information processing method PM) can avoid deterioration of emissions by appropriately warming up the engine 20 in the vehicle VH, which is a PHEV. The thermal management system Sys (information processing method PM) pre-warms the coolant CW circulating through the high-temperature circuit HT using exhaust heat from the ePT 40 (e.g., a motor provided in the ePT 40) during the CD mode before the engine 20 starts, i.e., pre-warms up the engine 20. Therefore, the thermal management system Sys (information processing method PM) can prevent the content of unburned components in the exhaust gas from increasing by pre-warming the engine 20 (e.g., the cylinder wall surface (bore wall surface) of the engine 20) before the engine 20 starts (i.e., during CD mode).Furthermore, the thermal management system Sys (information processing method PM) utilizes exhaust heat from the ePT 40 (e.g., the motor provided in the ePT 40) to warm up the engine 20 during CD mode. Therefore, the thermal management system Sys (information processing method PM) does not require the vehicle VH to be equipped in advance with a dedicated heater for warming up the engine 20 during CD mode. In other words, the thermal management system Sys (information processing method PM) can efficiently warm up the engine 20 during CD mode by utilizing the exhaust heat from the ePT 40. The thermal management system Sys, which has been outlined above, will be described in detail below using Figures 2 to 9.

[0017] §2 Configuration Example Figure 2 is a block diagram showing a schematic configuration of the thermal management system Sys. As described above, the thermal management system Sys includes a thermal circuit TC and an information processing device 1. Below, the thermal circuit TC will be described in detail first with reference to Figure 2. Note that in Figure 2, the "radiator" is written as "RAD" and the "engine oil cooler" is written as "ENG O / C". In the following description, the "radiator" may be written as "RAD". Similarly, the "engine oil cooler" may be written as "ENG O / C" or "O / C".

[0018] (Thermal Circuit) As illustrated in FIG. 2, the thermal circuit TC includes a high-temperature circuit HT, a low-temperature circuit LT, two connecting passages CP (a first connecting passage CP1 and a second connecting passage CP2) connecting the two circuits, and four three-way valves TV (a first three-way valve TV1 to a fourth three-way valve TV4).

[0019] The high-temperature circuit HT is an example of a "high-temperature circulation circuit" according to the present invention. The high-temperature circuit HT is a circuit through which the coolant CW can circulate between the engine 20 and the first RAD 30. The first RAD 30 cools the coolant CW by, for example, forcing heat exchange between the coolant CW flowing through the first RAD 30 and outside air using a radiator fan (not shown). The coolant CW cooled by the first RAD 30 is then introduced into the engine 20, whereby heat is transferred from the engine 20 to the coolant CW, thereby cooling the engine 20.

[0020] 2 includes a partial circuit PC through which the coolant CW can circulate between the engine 20 and the O / C 60. In the partial circuit PC, a valve VL5 is provided between the engine 20 and the O / C 60. The valve VL5 is a control valve whose opening and closing is controlled by the information processing device 1, and in this embodiment, the valve VL5 is a control valve that opens and closes in response to a control signal CS received from the information processing device 1. When the valve VL5 is opened, the coolant CW is introduced from the engine 20 to the O / C 60. When the valve VL5 is closed, the flow of the coolant CW from the engine 20 to the O / C 60 is blocked.

[0021] In the high-temperature circuit HT, a three-way valve (not shown) may be provided downstream of the O / C 60 at a connection point between the partial circuit PC and the high-temperature circuit HT (particularly, a flow path through which the coolant CW can flow from the first RAD 30 to the engine 20). The opening and closing of the three-way valve is controlled by the information processing device 1, and may be opened and closed in response to, for example, a control signal CS received from the information processing device 1. The three-way valve can adjust the flow rate of the coolant CW introduced from the O / C 60 to the engine 20 and the flow rate of the coolant CW introduced from the first RAD 30 to the engine 20. In the following description, the three-way valve is referred to as a "fifth three-way valve TV5." The fifth three-way valve TV5 is opened and closed in accordance with the opening and closing of valve VL5, and for example, while valve VL5 is open, cooling water CW may be introduced from O / C 60 to engine 20, and the introduction of cooling water CW from first RAD 30 to engine 20 may be blocked.

[0022] Furthermore, in the illustrated example, the high-temperature circuit HT includes a pump WP1 for introducing the coolant CW cooled by the first RAD 30 into the engine 20, and a high-temperature circuit sensor TS1 for detecting the temperature of the coolant CW (coolant temperature TW) flowing out from the engine 20. The high-temperature circuit sensor TS1 is provided, for example, downstream of the engine 20 and upstream of the first RAD 30, and in the example shown in FIG. 2 , it is provided between the engine 20 and a third three-way valve TV3 (described later), specifically, near the coolant outlet of the engine 20. However, it is not essential for the high-temperature circuit HT to include the pump WP1 and the high-temperature circuit sensor TS1, and the high-temperature circuit HT may not include at least one of the pump WP1 and the high-temperature circuit sensor TS1.

[0023] Furthermore, it is not essential for the high-temperature circuit HT to include a "partial circuit PC through which the coolant CW can circulate between the engine 20 and the O / C 60." Furthermore, the high-temperature circuit HT may include components other than those illustrated in FIG. 2 . For example, the high-temperature circuit HT may include at least one of a reservoir tank (reserve tank) for storing radiator fluid (coolant), a hot water circulation device (hot water chiller) for maintaining a constant temperature at or above room temperature, a thermostat, and the like, as additional components. In the present embodiment, an example is described in which the partial circuit PC is a circuit through which the coolant CW can circulate between the engine 20 and the O / C 60. However, the partial circuit PC may include a heating system (e.g., a heater) for heating the passenger compartment of the vehicle VH instead of or in addition to the O / C 60.

[0024] The low-temperature circuit LT is an example of a "low-temperature circulation circuit" according to the present invention. The low-temperature circuit LT is a circuit through which the coolant CW can circulate between the ePT 40, which includes a motor serving as a drive source for the vehicle VH, and the second RAD 50. The second RAD 50 cools the coolant CW, for example, by forcibly exchanging heat between the coolant CW flowing through the second RAD 50 and outside air using a radiator fan (not shown). The coolant CW cooled by the second RAD 50 is then introduced into the ePT 40 (e.g., the motor of the ePT 40), whereby heat is transferred from the ePT 40 to the coolant CW, thereby cooling the ePT 40.

[0025] 2, the low-temperature circuit LT includes a low-temperature circuit sensor TS2 that detects the temperature (coolant temperature TW) of the coolant CW introduced into the ePT 40. The low-temperature circuit sensor TS2 is provided, for example, downstream of the second RAD 50 and upstream of the ePT 40. In the example shown in FIG. 2, the low-temperature circuit sensor TS2 is provided between the ePT 40 and a fourth three-way valve TV4 (described later), specifically, near the coolant inlet of the ePT 40.

[0026] The first connecting passage CP1 is a connecting passage that can introduce the coolant CW from the low-temperature circuit LT to the high-temperature circuit HT. The first connecting passage CP1 branches off from a position in the low-temperature circuit LT that is upstream of the second RAD 50 and downstream of the ePT 40, and merges into a position in the high-temperature circuit HT that is upstream of the engine 20 and downstream of the first RAD 30. In the illustrated example, the first connecting passage CP1 branches off from a position in the low-temperature circuit LT just before the coolant inlet of the second RAD 50, and merges into a position in the high-temperature circuit HT just before the coolant inlet of the engine 20.

[0027] The first three-way valve TV1 is a three-way valve provided at a connection point between the high-temperature circuit HT and the first connecting passage CP1. The opening and closing of the first three-way valve TV1 is controlled by the information processing device 1 (e.g., a CPU 10, described later). In this embodiment, the first three-way valve TV1 can control the following two flow rates of the coolant CW by opening and closing in response to a control signal CS received from the information processing device 1. That is, the first three-way valve TV1 can adjust the flow rate of the coolant CW introduced from the first RAD 30 to the engine 20 and the flow rate of the coolant CW introduced from the first connecting passage CP1 to the engine 20. That is, the first three-way valve TV1 can adjust (control) the flow rate (introduction amount) of the coolant CW introduced into the engine 20 by adjusting the introduction amount from the first RAD 30 and the introduction amount from the first connecting passage CP1.

[0028] The second three-way valve TV2 is a three-way valve provided at the connection point between the low-temperature circuit LT and the first connecting passage CP1. The second three-way valve TV2 is controlled to open and close by the information processing device 1 (e.g., the CPU 10 described below). In this embodiment, the second three-way valve TV2 can control the following two flow rates of the coolant CW by opening and closing in response to a control signal CS received from the information processing device 1. That is, the second three-way valve TV2 can adjust the flow rate of the coolant CW introduced from the ePT 40 (e.g., a motor) to the second RAD 50 and the flow rate of the coolant CW introduced from the ePT 40 to the first connecting passage CP1. That is, the second three-way valve TV2 can adjust (control) the flow rate (introduction amount) of the coolant CW flowing out from the ePT 40 (e.g., a motor) to the second RAD 50 and the flow rate (introduction amount) to the first connecting passage CP1.

[0029] The second connecting passage CP2 is a connecting passage that can introduce the coolant CW from the high-temperature circuit HT to the low-temperature circuit LT. The second connecting passage CP2 branches off from a position in the high-temperature circuit HT that is downstream of the engine 20 and upstream of the first RAD 30, and merges into a position in the low-temperature circuit LT that is downstream of the second RAD 50 and upstream of the ePT 40. In the illustrated example, the second connecting passage CP2 branches off from a position in the high-temperature circuit HT immediately after the coolant outlet of the engine 20, and merges into a position in the low-temperature circuit LT immediately after the coolant outlet of the second RAD 50.

[0030] The third three-way valve TV3 is a three-way valve provided at a connection point between the high-temperature circuit HT and the second connecting passage CP2. The opening and closing of the third three-way valve TV3 is controlled by the information processing device 1 (e.g., a CPU 10 described later). In this embodiment, the third three-way valve TV3 can control the following two flow rates of the coolant CW by opening and closing in response to a control signal CS received from the information processing device 1. That is, the third three-way valve TV3 can adjust the flow rate of the coolant CW introduced from the engine 20 to the first RAD 30 and the flow rate of the coolant CW introduced from the engine 20 to the second connecting passage CP2. That is, the third three-way valve TV3 can adjust (control) the flow rate (introduction amount) of the coolant CW flowing out of the engine 20 to the first RAD 30 and the flow rate (introduction amount) to the second connecting passage CP2.

[0031] The fourth three-way valve TV4 is a three-way valve provided at the connection point between the low-temperature circuit LT and the second connecting passage CP2. The opening and closing of the fourth three-way valve TV4 is controlled by the information processing device 1 (e.g., the CPU 10 described below). In this embodiment, the fourth three-way valve TV4 can control the following two flow rates of the coolant CW by opening and closing in response to a control signal CS received from the information processing device 1. That is, the fourth three-way valve TV4 can adjust the flow rate of the coolant CW introduced from the second connecting passage CP2 to the ePT 40 and the flow rate of the coolant CW introduced from the second RAD 50 to the ePT 40. That is, the fourth three-way valve TV4 can adjust (control) the flow rate (introduction amount) of the coolant CW introduced into the ePT 40 (e.g., the motor) by adjusting the amount introduced from the second connecting passage CP2 and the amount introduced from the second RAD 50.

[0032] 2, the flow rate of the cooling water CW heated by the ePT 40 (e.g., a motor) (in other words, flowing out from the ePT 40) and introduced into the second RAD 50 by the second three-way valve TV2 is indicated as "Qrad." Similarly, the flow rate of the cooling water CW heated by the ePT 40 and introduced into the first connecting passage CP1 by the second three-way valve TV2 is indicated as "Qeng."

[0033] (Information Processing Device) Next, the information processing device 1 included in the thermal management system Sys will be described. As described above, the information processing device 1 controls the opening and closing of each of the four three-way valves TV (first three-way valve TV1 to fourth three-way valve TV4). In this embodiment, the information processing device 1 controls the opening and closing of each of the four three-way valves TV by sending a control signal CS to each of the four three-way valves TV. The information processing device 1 also controls the opening and closing of the valve VL5. In this embodiment, the information processing device 1 controls the opening and closing of the valve VL5 by sending a control signal CS to the valve VL5. The hardware configuration of the information processing device 1 will be described first using FIG. 3, and then the software configuration will be described using FIG. 4.

[0034] [Hardware Configuration] Fig. 3 schematically illustrates an example of the hardware configuration of the information processing device 1 according to this embodiment. As shown in Fig. 3, the information processing device 1 according to this embodiment includes a central processing unit (CPU) 10, a random access memory (RAM) 11, and a nonvolatile memory 12. The CPU 10, the RAM 11, and the nonvolatile memory 12 constitute, for example, a microcomputer. In the illustrated example, the nonvolatile memory 12 stores a thermal management program PG, reference temperature information IT, and reference load information IL.

[0035] The thermal management program PG is a program for causing the information processing device 1 to execute information processing for managing the temperature of the engine 20 in the vehicle VH. The thermal management program PG includes a series of instructions for the information processing. The CPU 10 executes the above-described information processing (thermal management) for managing the temperature of the engine 20 by reading the thermal management program PG from the nonvolatile memory 12 and executing it using the RAM 11 as a work area.

[0036] The reference temperature information IT indicates at least one of a reference temperature RT and a reference change amount RA that the information processing device 1 refers to when making a determination regarding the coolant temperature TW of the coolant CW (particularly, the coolant temperature TW detected by the low-temperature circuit sensor TS2). The reference temperature RT is an example of a "reference temperature" in the present invention, and the reference change amount RA is an example of a "reference change amount" in the present invention. The reference temperature RT is set in advance based on the ePT upper limit water temperature. The ePT upper limit water temperature is the "upper limit value of the coolant temperature TW of the coolant CW that is allowed for the coolant CW introduced into the ePT 40 (including the motor) (in other words, specified for the coolant CW to protect the ePT 40)." The reference temperature RT may be equal to or lower than the ePT upper limit water temperature; that is, it may be any predetermined temperature equal to or lower than the ePT upper limit water temperature. The reference change amount RA is a preset value for the amount of change in the coolant temperature TW (e.g., the amount of change in a predetermined period of time). However, the reference change amount RA may be a range for the amount of change in the coolant temperature TW, in other words, an upper limit and a lower limit for the amount of change in the coolant temperature TW.

[0037] The reference load information IL indicates a reference load RL that the information processing device 1 references when determining the load expected to be applied to the motor included in the ePT 40. As will be described in detail later, when the load expected to be applied to the motor exceeds the reference load RL, the information processing device 1 introduces the coolant CW introduced into the ePT 40 into the second RAD 50 and cools the coolant CW using the second RAD 50. This is because, for example, when the load expected to be applied to the motor exceeds the reference load RL, the motor temperature may rise rapidly, and in order to protect the motor, it may be necessary to appropriately cool the motor with the coolant CW. Therefore, the reference load RL may be preset according to the motor temperature (e.g., the coolant temperature TW of the coolant CW introduced into the ePT 40 including the motor). In other words, the reference load RL may be preset in association with the coolant temperature TW detected by the low-temperature circuit sensor TS2. When the motor temperature is sufficiently low, even if the motor temperature rises sharply from that point on, there is little need to cool the motor with the coolant CW, and there is also little need to cool the coolant CW with the second RAD 50. Therefore, when the motor temperature is sufficiently low, the reference load RL may be set to a large value. In contrast, when the motor temperature is high, if the motor temperature rises even slightly from that point on, the motor must be appropriately cooled with the coolant CW to protect the motor, and the second RAD 50 must quickly cool the coolant CW. Therefore, when the motor temperature is high, the reference load RL may be set to a small value. As described above, the reference load RL may be set according to the motor temperature (e.g., the coolant temperature TW of the coolant CW introduced into the ePT 40 including the motor). For example, the reference load RL may be set to a large value when the motor temperature is low and to a small value when the motor temperature is high. However, it is not essential to set the reference load RL in accordance with the temperature of the motor, and the reference load RL may be set to a constant value regardless of the temperature of the motor.

[0038] [Software Configuration] Figure 4 schematically illustrates an example of the software configuration of the information processing device 1 according to this embodiment. The CPU 10 of the information processing device 1 loads the thermal management program PG read from the non-volatile memory 12 into the RAM 11, and interprets and executes instructions included in the thermal management program PG loaded into the RAM 11 to control each component. As a result, as shown in Figure 4, the information processing device 1 according to this embodiment operates as a computer including a driving mode acquisition unit 110, a coolant temperature acquisition unit 120, a route information acquisition unit 130, a determination unit 140, and a flow rate control unit 150 as software modules. That is, in this embodiment, each software module of the information processing device 1 is realized by the CPU 10.

[0039] The driving mode acquisition unit 110 acquires driving mode information IM indicating the driving mode of the vehicle VH (e.g., the driving mode at each point in time), and in this embodiment, receives the driving mode information IM from the vehicle ECU 2. The driving mode acquisition unit 110 may acquire the driving mode information IM at a predetermined timing, for example, when the vehicle VH is started (when the ignition is turned on) or when the vehicle ECU 2 detects a transition in the driving mode of the vehicle VH. Alternatively, the driving mode acquisition unit 110 may acquire the driving mode information IM at a predetermined cycle (driving mode acquisition cycle).

[0040] The coolant temperature acquisition unit 120 acquires the coolant temperature TW of the coolant CW introduced into the ePT 40 (including the motor), and in this embodiment, acquires this coolant temperature TW from the low-temperature circuit sensor TS2. The coolant temperature acquisition unit 120 may acquire the coolant temperature TW of the coolant CW introduced into the ePT 40 at a predetermined period (coolant temperature acquisition period). This coolant temperature acquisition period may be shorter than the above-mentioned driving mode acquisition period.

[0041] The route information acquisition unit 130 acquires route information IR indicating a route along which the vehicle VH is scheduled to travel, and in this embodiment, receives the route information IR from the vehicle ECU 2. The route information acquisition unit 130 may acquire the route information IR at a predetermined cycle (route information acquisition cycle). The route information acquisition cycle may be shorter than the driving mode acquisition cycle described above.

[0042] The determination unit 140 determines the driving mode of the vehicle VH, the coolant temperature TW of the coolant CW introduced into the ePT 40, and the load expected to be applied to the motor of the ePT 40, and notifies the flow rate control unit 150 of the determination result. In the example shown in Figure 4, the determination unit 140 includes a driving mode determination unit 142, a coolant temperature determination unit 144, and a motor load determination unit 146 as software modules that perform the above-mentioned determinations.

[0043] The driving mode determination unit 142 determines whether the driving mode of the vehicle VH (e.g., the current driving mode) is the CD mode or the CS mode from the driving mode information IM acquired by the driving mode acquisition unit 110. In other words, the driving mode determination unit 142 determines whether the driving mode information IM indicates that "the vehicle VH is driving in the CD mode" or "the vehicle VH is driving in the CS mode."

[0044] The coolant temperature determination unit 144 determines whether at least one of the following first condition CD1 and second condition CD2 is satisfied for the "coolant temperature TW of the coolant CW introduced into the ePT 40" acquired by the coolant temperature acquisition unit 120. That is, the coolant temperature determination unit 144 determines whether at least one of the first condition CD1, "the coolant temperature TW is equal to or higher than a reference temperature RT," and the second condition CD2, "the amount of change in the coolant temperature TW is equal to or lower than a reference amount of change RA," is satisfied. The "amount of change in the coolant temperature TW" is, for example, the amount of change in the coolant temperature TW over a predetermined period of time.

[0045] When the reference temperature information IT indicates the reference temperature RT, for example, the coolant temperature determination unit 144 acquires the reference temperature information IT by referring to the nonvolatile memory 12. The coolant temperature determination unit 144 compares the reference temperature RT indicated by the acquired reference temperature information IT with the "coolant temperature TW of the coolant CW introduced into the ePT 40" (i.e., the coolant temperature TW detected by the low-temperature circuit sensor TS2). Then, when the coolant temperature determination unit 144 confirms that the "coolant temperature TW is equal to or higher than the reference temperature RT," it determines that the first condition CD1 is satisfied.

[0046] When the reference temperature information IT indicates a reference change amount RA, for example, the coolant temperature determination unit 144 acquires the reference temperature information IT by referring to the nonvolatile memory 12. The coolant temperature determination unit 144 compares the reference change amount RA indicated by the acquired reference temperature information IT with the "amount of change in the coolant temperature TW of the coolant CW introduced into the ePT 40." Then, when the coolant temperature determination unit 144 confirms that the "amount of change in the coolant temperature TW is equal to or less than the reference change amount RA," it determines that the second condition CD2 is satisfied. The "amount of change in the coolant temperature TW of the coolant CW introduced into the ePT 40" may be the difference (temperature difference) between the coolant temperature TW acquired in the current coolant temperature acquisition cycle and the coolant temperature TW acquired in a previous coolant temperature acquisition cycle (e.g., the cycle immediately preceding the current one).

[0047] The motor load determiner 146 determines whether the "load planned to be applied to the ePT 40's motor" will increase, specifically, whether the "load planned to be applied to the ePT 40's motor" will reach the reference load RL. In this embodiment, the motor load determiner 146 references the nonvolatile memory 12 to acquire reference load information IL. The motor load determiner 146 also calculates (estimates) the "load planned to be applied to the ePT 40's motor" from the "route planned to be traveled by the vehicle VH" indicated by the route information IR acquired by the route information acquirer 130. The motor load determiner 146 then compares the reference load RL indicated by the reference load information IL with the "load planned to be applied to the ePT 40's motor" estimated from the route information IR. In other words, the motor load determiner 146 determines whether the route information IR indicates that the "load planned to be applied to the ePT 40's motor will be equal to or greater than the reference load RL."

[0048] As described above, the reference load RL may be set in association with the temperature of the motor (e.g., the coolant temperature TW of the coolant CW introduced into the ePT 40 including the motor). When the reference load RL is set according to the coolant temperature TW, the motor load determination unit 146 may determine the reference load RL from the reference load information IL and the "coolant temperature TW of the coolant CW introduced into the ePT 40" acquired by the coolant temperature acquisition unit 120. The motor load determination unit 146 may compare the reference load RL set for each coolant temperature TW with the "load planned to be applied to the motor of the ePT 40" estimated from the path information IR, and determine whether the "load planned to be applied to the motor of the ePT 40" is the reference load RL.

[0049] The flow control unit 150 controls the opening and closing of each of the four three-way valves TV (the first three-way valve TV1 to the fourth three-way valve TV4) in the thermal circuit TC. In this embodiment, the flow control unit 150 controls the opening and closing of each of the four three-way valves TV by transmitting a control signal CS to each of the four three-way valves TV. By controlling the opening and closing of each of the four three-way valves TV in the thermal circuit TC, the flow control unit 150 controls the flow of the coolant CW in the thermal circuit TC, and in particular, the flow of the coolant CW heated by the ePT 40 including the motor (in other words, flowing out of the ePT 40). In the example shown in FIG. 2 , the flow control unit 150 controls the opening and closing of each of the first three-way valve TV1 to the fourth three-way valve TV4 to control the Qrad and Qeng of the coolant CW flowing out of the ePT 40. The flow rate control unit 150 can warm up the engine 20 by increasing Qeng, in other words, by increasing the amount of coolant CW flowing out from the ePT 40 introduced into the engine 20. Furthermore, the flow rate control unit 150 can cool the coolant CW by increasing Qrad, in other words, by increasing the amount of coolant CW flowing out from the ePT 40 introduced into the second RAD 50, thereby cooling the ePT 40 into which the coolant CW is introduced.

[0050] The flow control unit 150 also controls the opening and closing of the valve VL5. In this embodiment, the flow control unit 150 controls the opening and closing of the valve VL5 by sending a control signal CS to the valve VL5. By controlling the opening and closing of the valve VL5, the flow control unit 150 controls the flow of the coolant CW in the partial circuit PC, that is, the flow of the coolant CW from the engine 20 to the O / C 60. For example, the flow control unit 150 may open the valve VL5 during the CD mode to introduce the coolant CW flowing out from the ePT 40 into the O / C 60, thereby cooling the coolant CW and warming up the O / C 60 through heat exchange between the coolant CW and the O / C 60. Furthermore, the flow control unit 150 may control the opening and closing of a fifth three-way valve TV5 (not shown in FIG. 2 ) in accordance with the opening and closing of the valve VL5. For example, while valve VL5 is open, the flow control unit 150 may control the fifth three-way valve TV5 to introduce cooling water CW from the O / C 60 to the engine 20 and block the introduction of cooling water CW from the first RAD 30 to the engine 20.

[0051] 4 , the flow rate control unit 150 includes a first flow rate control unit 152, a second flow rate control unit 154, and a partial circuit introduction amount control unit 156. The first flow rate control unit 152 controls the opening and closing of the first three-way valve TV1 and the second three-way valve TV2 to control the flow rate (first flow rate) of the coolant CW introduced from the low-temperature circuit LT to the high-temperature circuit HT through the first connecting passage CP1. The second flow rate control unit 154 controls the opening and closing of the third three-way valve TV3 and the fourth three-way valve TV4 to control the flow rate (second flow rate) of the coolant CW introduced from the high-temperature circuit HT to the low-temperature circuit LT through the second connecting passage CP2. The partial circuit introduction amount control unit 156 controls the opening and closing of the valve VL5 (and the fifth three-way valve TV5) to control the flow rate of the coolant CW circulating between the engine 20 and the O / C 60 (in other words, circulating through the partial circuit PC). In particular, the partial circuit introduction amount control unit 156 controls the amount of coolant CW introduced from the engine 20 to the O / C 60 (the amount of coolant CW introduced into the O / C 60).

[0052] In this embodiment, the flow rate control unit 150 controls the opening and closing of each of the first three-way valve TV1, the second three-way valve TV2, the third three-way valve TV3, the fourth three-way valve TV4, and the valve VL5 based on the determination result of the determination unit 140. Below, the content of the control performed by the flow rate control unit 150 using the determination results of the driving mode determination unit 142, the coolant temperature determination unit 144, and the motor load determination unit 146 (in other words, the content of the control signal CS) will be described in detail.

[0053] (Engine warm-up process using exhaust heat from the motor) While the vehicle VH is running in CD mode (during CD mode), the ePT 40, which includes the motor, generates heat, while the engine 20 does not, and the temperature of the engine 20 is low. Therefore, during CD mode, the flow control unit 150 (particularly the first flow control unit 152 and the second flow control unit 154) circulates coolant CW between the ePT 40 and the engine 20, thereby warming up the engine 20 using the exhaust heat from the ePT 40 (engine warm-up process).

[0054] For example, as an engine warm-up process, the first flow rate control unit 152 controls the second three-way valve TV2 to introduce the coolant CW from the ePT 40 including the motor to the first connecting passage CP1. Also, as an engine warm-up process, the first flow rate control unit 152 controls the first three-way valve TV1 to block the introduction of the coolant CW from the first RAD 30 to the engine 20 and introduce the coolant CW from the first connecting passage CP1 to the engine 20. Similarly, as an engine warm-up process, the second flow rate control unit 154 controls the third three-way valve TV3 to block the introduction of the coolant CW from the engine 20 to the first RAD 30 and introduce the coolant CW from the engine 20 to the second connecting passage CP2. As an engine warm-up process, the second flow control unit 154 controls the fourth three-way valve TV4 to introduce the coolant CW from the second connecting passage CP2 to the ePT 40, which includes the motor. Through this engine warm-up process, the first flow control unit 152 and the second flow control unit 154 circulate the coolant CW between the ePT 40 and the engine 20, allowing the engine 20 to be warmed up by the exhaust heat of the ePT 40.

[0055] (Processing for Cutting Off the Coolant CW Between the ePT and the Second Radiator) The flow rate control unit 150 (particularly the first flow rate control unit 152 and the second flow rate control unit 154) can prevent the coolant CW flowing out of the ePT 40 from being cooled by the second RAD 50 by cutting off the circulation of the coolant CW between the ePT 40 and the second RAD 50. The first flow rate control unit 152 and the second flow rate control unit 154 can introduce the coolant CW that has recovered the exhaust heat of the ePT 40 without being cooled by the second RAD 50 into the engine 20, thereby warming up the engine 20 quickly and efficiently. The first flow rate control unit 152 and the second flow rate control unit 154 implement the RAD cutoff process for cutting off the circulation of the coolant CW between the ePT 40 and the second RAD 50, for example, as follows.

[0056] For example, as the RAD shutoff process, the first flow control unit 152 controls the second three-way valve TV2 to shut off the introduction of cooling water CW from the ePT 40 including the motor to the second RAD 50. Also, as the RAD shutoff process, the second flow control unit 154 controls the fourth three-way valve TV4 to shut off the introduction of cooling water CW from the second RAD 50 to the ePT 40.

[0057] (Simultaneous execution of engine warm-up processing and RAD shut-off processing) In this embodiment, the flow control unit 150 (particularly the first flow control unit 152 and the second flow control unit 154) executes the above-mentioned engine warm-up processing and RAD shut-off processing in parallel (for example, simultaneously) during the CD mode. That is, when the driving mode information IM indicates that "the vehicle VH is driving in CD mode," the flow control unit 150 executes the engine warm-up processing and the RAD shut-off processing in parallel.

[0058] As the engine warm-up process and the RAD shut-off process, the first flow control unit 152 controls the second three-way valve TV2 to block the introduction of the coolant CW from the ePT 40 including the motor to the second RAD 50 and to introduce the coolant CW from the ePT 40 to the first connecting passage CP1. As the engine warm-up process and the RAD shut-off process, the first flow control unit 152 controls the first three-way valve TV1 to block the introduction of the coolant CW from the first RAD 30 to the engine 20 and to introduce the coolant CW from the first connecting passage CP1 to the engine 20. Explaining this based on the example shown in FIG. 2 , the first flow control unit 152 sets the proportion of Qrad to "0 (0%)" and the proportion of Qeng to "100 (100%)" for the coolant CW flowing out of the ePT 40.

[0059] As the engine warm-up process and the RAD shut-off process, the second flow control unit 154 controls the third three-way valve TV3 to block the introduction of the coolant CW from the engine 20 to the first RAD 30 and to introduce the coolant CW from the engine 20 to the second connecting passage CP2. Also, as the engine warm-up process and the RAD shut-off process, the second flow control unit 154 controls the fourth three-way valve TV4 to introduce the coolant CW from the second connecting passage CP2 to the ePT 40 and to shut off the introduction of the coolant CW from the second RAD 50 to the ePT 40.

[0060] In this embodiment, the flow control unit 150 executes the above-described engine warm-up process and RAD shut-off process in parallel when the driving mode determination unit 142 determines that the driving mode information IM indicates that the vehicle VH is driving in CD mode. For example, as illustrated in FIG. 5 , the flow control unit 150 executes the above-described engine warm-up process and RAD shut-off process in parallel while the vehicle VH is driving in CD mode, that is, until the SOC value drops to a predetermined level (the driving mode switching threshold). In the example illustrated in FIG. 5 , the flow control unit 150 sets the proportion of Qrad to 0% and the proportion of Qeng to 100% for the coolant CW flowing out of the ePT 40 while the vehicle VH is driving in CD mode. In other words, the flow control unit 150 prevents the coolant CW heated by the ePT 40 from being introduced into the second RAD 50 during the CD mode, thereby preventing the coolant CW from being cooled by the second RAD 50. The flow control unit 150 then introduces all of the coolant CW that has recovered the exhaust heat from the ePT 40 into the engine 20 without being cooled by the second RAD 50, thereby enabling the engine 20 to be quickly and efficiently warmed up before start using the exhaust heat from the ePT 40. For example, the flow control unit 150 simultaneously executes engine warm-up processing and RAD shut-off processing during the CD mode, circulating the coolant CW only between the ePT 40 and the engine 20, thereby utilizing all of the exhaust heat from the ePT 40 to warm up the engine 20. Therefore, the information processing device 1 (thermal management system Sys) can avoid deterioration of emissions by appropriately warming up the engine 20 in the vehicle VH, which is a PHEV.

[0061] (Motor cooling process) The flow control unit 150 (particularly the first flow control unit 152 and the second flow control unit 154) circulates cooling water CW between the ePT 40 and the second RAD 50, thereby cooling the ePT 40 including the motor with the cooling water CW (motor cooling process).

[0062] For example, as the motor cooling process, the first flow rate control unit 152 controls the second three-way valve TV2 to introduce the cooling water CW from the PT 40 to the second RAD 50. Also, as the motor cooling process, the second flow rate control unit 154 controls the fourth three-way valve TV4 to introduce the cooling water CW from the second RAD 50 to the ePT 40. In the motor cooling process, the cooling water CW heated by the ePT 40 (motor) is cooled by the second RAD 50, and the cooled cooling water CW is introduced into the ePT 40, thereby cooling the ePT 40 (motor).

[0063] (Processing for Cutting Off the High-Temperature Circuit and the Low-Temperature Circuit) Here, while "the vehicle VH is running in CS mode" (during CS mode), the engine 20 used as the drive source of the vehicle VH generates heat. The required water temperatures of the ePT 40 and the engine 20 are different. Specifically, the required water temperature of the ePT 40 (and the ePT upper limit water temperature) is lower than the required water temperature of the engine 20. Therefore, when the running mode of the vehicle VH transitions from CD mode to CS mode, the flow control unit 150 (particularly the first flow control unit 152 and the second flow control unit 154) cuts off the high-temperature circuit HT and the low-temperature circuit LT to protect the ePT 40 from the exhaust heat of the engine 20 (HL cutoff process).

[0064] As the HL blocking process, the second flow control unit 154 controls at least one of the third three-way valve TV3 and the fourth three-way valve TV4 to block at least one of the introduction of the coolant CW from the engine 20 to the second connecting passage CP2 and the introduction of the coolant CW from the second connecting passage CP2 to the ePT 40. Furthermore, as the HL blocking process, the first flow control unit 152 controls at least one of the second three-way valve TV2 and the first three-way valve TV1 to block at least one of the introduction of the coolant CW from the ePT 40 to the first connecting passage CP1 and the introduction of the coolant CW from the first connecting passage CP1 to the engine 20.

[0065] In this embodiment, the flow control unit 150 executes the above-described HL shutoff process when the driving mode determination unit 142 determines that the driving mode information IM indicates that the driving mode of the vehicle VH has transitioned from the CD mode to the CS mode. The flow control unit 150 can protect the ePT 40 from the exhaust heat of the engine 20 by shutting off the high-temperature circuit HT and the low-temperature circuit LT during the CS mode, that is, by shutting off the flow of coolant CW between the high-temperature circuit HT and the low-temperature circuit LT. In order to protect the ePT 40 from the exhaust heat of the engine 20, it is desirable to prioritize shutting off the flow of coolant CW from the high-temperature circuit HT to the low-temperature circuit LT over shutting off the flow from the low-temperature circuit LT to the high-temperature circuit HT. In other words, it is desirable that after the second flow control unit 154 "blocks the cooling water CW being introduced from the high-temperature circuit HT to the low-temperature circuit LT through the second connecting passage CP2," the first flow control unit 152 "blocks the cooling water CW being introduced from the low-temperature circuit LT to the high-temperature circuit HT through the first connecting passage CP1."

[0066] (Simultaneous execution of HL blocking process and motor cooling process) In this embodiment, the flow control unit 150 (particularly the first flow control unit 152 and the second flow control unit 154) executes the above-mentioned HL blocking process and motor cooling process in parallel (e.g., simultaneously) during CS mode.

[0067] As the HL blocking process and the motor cooling process, the second flow rate control unit 154 controls the third three-way valve TV3 to block the introduction of the cooling water CW from the engine 20 to the second connecting passage CP2 and introduce the cooling water CW from the engine 20 to the first RAD 30. Also, as the HL blocking process and the motor cooling process, the second flow rate control unit 154 controls the fourth three-way valve TV4 to introduce the cooling water CW from the second RAD 50 to the ePT 40 and to block the introduction of the cooling water CW from the second connecting passage CP2 to the ePT 40.

[0068] As the HL blocking process and the motor cooling process, the first flow control unit 152 controls the second three-way valve TV2 to block the introduction of the coolant CW from the ePT 40 to the first connecting passage CP1 and introduce the coolant CW from the ePT 40 to the second RAD 50. As the HL blocking process and the motor cooling process, the first flow control unit 152 controls the first three-way valve TV1 to block the introduction of the coolant CW from the first connecting passage CP1 to the engine 20 and introduce the coolant CW from the first RAD 30 to the engine 20. Explaining this based on the example shown in FIG. 2 , the first flow control unit 152 sets the proportion of the coolant CW flowing out of the ePT 40, Qrad, to "100%" and Qeng to "0%."

[0069] When the driving mode determination unit 142 determines that the driving mode information IM indicates that the driving mode of the vehicle VH has transitioned from the CD mode to the CS mode, the flow control unit 150 executes the above-described HL cutoff process and the motor cooling process in parallel. That is, as illustrated in FIG. 5 , the flow control unit 150 executes the above-described HL cutoff process and the motor cooling process simultaneously when the driving mode of the vehicle VH has transitioned from the CD mode to the CS mode, that is, when the SOC value falls below the driving mode switching threshold. In particular, as shown in FIG. 5 , the flow control unit 150 sets the proportion of Qrad to 100% and the proportion of Qeng to 0% for the coolant CW flowing out of the ePT 40 during the CS mode. Therefore, during the CS mode, the flow rate control unit 150 can protect the ePT 40 from the exhaust heat of the engine 20 by disconnecting the high-temperature circuit HT from the low-temperature circuit LT, i.e., by blocking the flow of the coolant CW between the high-temperature circuit HT and the low-temperature circuit LT. Furthermore, the flow rate control unit 150 can rapidly cool the coolant CW by introducing the coolant CW heated by the ePT 40 only into the second RAD 50. Furthermore, the flow rate control unit 150 can rapidly cool the ePT 40 by introducing the coolant CW rapidly cooled by the second RAD 50 back into the ePT 40. Similarly, the flow rate control unit 150 can rapidly cool the coolant CW by introducing the coolant CW heated by the engine 20 into the first RAD 30. Furthermore, the flow rate control unit 150 can quickly cool the engine 20 by introducing the cooling water CW that has been quickly cooled by the first RAD 30 back into the engine 20 .

[0070] (Additional Warm-Up Process Using Motor Waste Heat) As described above, during the engine warm-up process, the flow rate control unit 150 introduces the coolant CW heated by the ePT 40 into the engine 20 to warm up the engine 20 using the heat exhausted from the ePT 40. During the CD mode, in parallel with the engine warm-up process, the flow rate control unit 150 may introduce the coolant CW heated by the ePT 40 into a warm-up target (an additional warm-up target) other than the engine 20 to warm up the additional warm-up target using the heat exhausted from the ePT 40 (additional warm-up process). During the additional warm-up process, the flow rate control unit 150 (particularly the partial circuit introduction amount control unit 156) may introduce the coolant CW heated by the ePT 40 into, for example, the O / C 60 to warm up the O / C 60 using the heat exhausted from the ePT 40.

[0071] As described above, during the CD mode, the engine 20 does not generate heat, and the temperature of the O / C 60 is naturally low. The temperature of the O / C 60 is considered to be lower than the temperature of the coolant CW heated by the ePT 40. Therefore, as an additional warm-up process, the partial circuit introduction amount control unit 156 opens the valve VL5, for example, to introduce the coolant CW from the engine 20 to the O / C 60. In other words, the coolant CW heated by the ePT 40 is introduced into the O / C 60. During the CD mode, the partial circuit introduction amount control unit 156 introduces the coolant CW heated by the ePT 40 into the O / C 60, thereby cooling the coolant CW with the O / C 60 and warming up the O / C 60 with the exhaust heat of the ePT 40.

[0072] In particular, the partial circuit introduction amount control unit 156 executes this additional warm-up process when the coolant temperature determination unit 144 determines that at least one of the first condition CD1 and the second condition CD2 is satisfied. For example, when the first condition CD1 is satisfied (i.e., the coolant temperature TW of the coolant CW introduced into the ePT 40 is equal to or higher than the reference temperature RT), the partial circuit introduction amount control unit 156 opens the valve VL5 to introduce the coolant CW heated by the ePT 40 into the O / C 60. By this additional warm-up process, the partial circuit introduction amount control unit 156 can use the O / C 60 to cool the coolant CW whose coolant temperature TW is equal to or higher than the reference temperature RT, and can warm up the O / C 60 using the coolant CW during the CD mode.

[0073] As illustrated in FIG. 5 , if the motor inlet coolant temperature of the coolant CW (i.e., the coolant temperature TW detected by the low-temperature circuit sensor TS2) does not approach the ePT upper limit temperature (e.g., is lower than the reference temperature RT) during the CD mode, the partial circuit introduction amount control unit 156 does not perform the additional warm-up process. That is, in the example illustrated in FIG. 5 , the flow rate control unit 150 introduces all of the coolant CW heated by the ePT 40 into the engine 20 during the CD mode. In contrast, as illustrated in FIG. 6 , if the motor inlet coolant temperature of the coolant CW approaches the ePT upper limit temperature (the first condition CD1 is satisfied) during the CD mode, the partial circuit introduction amount control unit 156 performs the additional warm-up process. That is, in the example illustrated in FIG. 6 , the partial circuit introduction amount control unit 156 opens the valve VL5 to start introducing the coolant CW from the engine 20 to the O / C 60 at time t1 when the first condition CD1 is satisfied. As a result, the rise in the motor inlet water temperature of the coolant CW is gradual, and in the illustrated example, the motor inlet water temperature of the coolant CW hardly rises after time t1. Also, after time t1, the O / C outlet water temperature of the coolant CW (the temperature of the coolant CW at the coolant outlet of the O / C 60) also gradually rises, which means that the temperature of the O / C 60 can be raised during the CD mode (i.e., the O / C 60 can be warmed up in advance during the CD mode).

[0074] When the second condition CD2 is satisfied (the change in the coolant temperature TW of the coolant CW introduced into the ePT 40 is equal to or less than the reference change RA), the engine 20 may not be warmed up efficiently by the coolant CW heated by the ePT 40. Therefore, when the second condition CD2 is satisfied, the partial circuit introduction amount control unit 156 introduces the coolant CW into the O / C 60 in addition to the engine 20. That is, the O / C 60 is warmed up using the coolant CW heated by the ePT 40 in addition to the engine 20. This additional warm-up process allows the partial circuit introduction amount control unit 156 to first warm up the O / C 60, which generally has a lower specific heat than the engine 20. By warming up the O / C 60 (e.g., by raising the engine oil temperature), the partial circuit introduction amount control unit 156 can make it easier to raise the temperature of the engine 20, which makes it easier to warm up the engine 20.

[0075] Note that FIG. 6 illustrates an example in which, when at least one of the first condition CD1 and the second condition CD2 is satisfied for the coolant temperature TW, the O / C 60 is warmed up with the coolant CW heated by the ePT 40 (i.e., the exhaust heat from the ePT 40) in addition to the engine 20. However, when at least one of the first condition CD1 and the second condition CD2 is satisfied, the information processing device 1 (flow control unit 150) may warm up an object other than the O / C 60 with the exhaust heat from the ePT 40 in addition to the engine 20. When at least one of the first condition CD1 and the second condition CD2 is satisfied, the information processing device 1 may warm up, for example, a heating system (e.g., a heater) for heating the passenger compartment of the vehicle VH in addition to the engine 20. Furthermore, when at least one of the first condition CD1 and the second condition CD2 is satisfied, the information processing device 1 may warm up, for example, the O / C 60 and the heating system in addition to the engine 20. That is, the additional warm-up target may be, for example, at least one of the O / C 60 and the heating system. When the O / C 60 and the heating system are the additional warm-up targets to be warmed up with the coolant CW in the additional warm-up process, the information processing device 1 (flow control unit 150) may determine priorities for warming up the O / C 60 and the heating system. For example, the information processing device 1 may determine the priorities based on the outside air temperature of the vehicle VH. For example, the information processing device 1 may prioritize warming up the O / C 60 in summer when there is no heating request (in other words, when the outside air temperature is below a predetermined temperature), and prioritize warming up the heating system in winter.

[0076] As illustrated in FIG. 6 , in this embodiment, the flow control unit 150 may first execute the engine warm-up process, and then execute the additional warm-up process when at least one of the first condition CD1 and the second condition CD2 is satisfied. That is, the flow control unit 150 may first warm up the engine 20 using the coolant CW heated by the ePT 40 (i.e., the exhaust heat from the ePT 40), and then warm up the additional warm-up target (at least one of the O / C 60 and the heating system). The information processing device 1 (flow control unit 150) first warms up the engine 20 to avoid deterioration of emissions. If there is sufficient power available, the information processing device 1 may further warm up, for example, the O / C 60, to suppress friction torque, thereby avoiding deterioration of fuel economy when transitioning to the CS mode. Furthermore, the information processing device 1 may warm up the additional warm-up target, for example, the heating system, using the exhaust heat from the ePT 40, thereby suppressing power consumption of the heating system.

[0077] 6, the flow control unit 150 may also execute the RAD shutoff process in conjunction with the execution of the additional warm-up process, that is, in conjunction with the execution of the additional warm-up process in addition to the engine warm-up process during the CD mode. That is, in the example shown in FIG. 6, the flow control unit 150 sets the proportion of Qrad to "0%" and the proportion of Qeng to "100%" for the coolant CW flowing out of the ePT 40 while "the vehicle VH is running in the CD mode."

[0078] (Simultaneous Execution of Engine Warm-Up Process and Motor Cooling Process) The flow rate control unit 150 can perform the motor cooling process (introducing the coolant CW flowing out from the ePT 40 into the second RAD 50) as a separate process independent of the HL shutoff process (shutting off the high-temperature circuit HT and the low-temperature circuit LT). For example, the flow rate control unit 150 can perform the motor cooling process and the engine warm-up process (introducing the coolant CW flowing out from the ePT 40 into the engine 20) in parallel, and as an example, can perform the motor cooling process and the engine warm-up process simultaneously.

[0079] As the engine warm-up process and the motor cooling process, the first flow rate control unit 152 controls the second three-way valve TV2 to introduce the coolant CW from the ePT 40 to the second RAD 50 and also to introduce the coolant CW from the ePT 40 to the first connecting passage CP1. As the engine warm-up process and the motor cooling process, the first flow rate control unit 152 controls the first three-way valve TV1 to block the introduction of the coolant CW from the first RAD 30 to the engine 20 and to introduce the coolant CW from the first connecting passage CP1 to the engine 20. Explaining this based on the example shown in FIG. 2 , the first flow rate control unit 152 sets the proportion Qrad of the coolant CW flowing out of the ePT 40 to be "greater than 0% and less than 100%," and similarly sets the proportion Qeng to be "greater than 0% and less than 100%."

[0080] As the engine warm-up process and the motor cooling process, the second flow rate control unit 154 controls the third three-way valve TV3 to block the introduction of the coolant CW from the engine 20 to the first RAD 30 and to introduce the coolant CW from the engine 20 to the second connecting passage CP2. Furthermore, as the engine warm-up process and the motor cooling process, the second flow rate control unit 154 controls the fourth three-way valve TV4 to introduce the coolant CW from the second connecting passage CP2 to the ePT 40 and also to introduce the coolant CW from the second RAD 50 to the ePT 40.

[0081] That is, as the engine warm-up process and the motor cooling process, the flow rate control unit 150 introduces the coolant CW heated by the ePT 40 into both the engine 20 before it is started and into the second RAD 50. Through these processes, the information processing device 1 (flow rate control unit 150) can warm up the engine 20 using the coolant CW heated by the ePT 40 and can also cool the coolant CW using the second RAD 50. The information processing device 1 can then cool the ePT 40 (e.g., a motor) by introducing the coolant CW cooled by the second RAD 50 into the ePT 40.

[0082] The flow control unit 150 executes the above-described engine warm-up process and motor cooling process in parallel, for example, in the following two cases: That is, during the CD mode, when the "coolant temperature TW of the coolant CW introduced into the ePT 40" approaches the ePT upper limit water temperature or is expected to approach the ePT upper limit water temperature, the flow control unit 150 executes the engine warm-up process and motor cooling process in parallel.

[0083] 7 , during the CD mode, the flow control unit 150 executes the engine warm-up process and the motor cooling process in parallel from time t2, when the "coolant temperature TW of the coolant CW introduced into the ePT 40" approaches or is predicted to approach the ePT upper limit water temperature. In the illustrated example, from time t2, the flow control unit 150 gradually increases the proportion of Qrad and gradually decreases the proportion of Qeng for the coolant CW flowing out of the ePT 40. This stops the increase in the motor inlet water temperature of the coolant CW (coolant temperature TW of the coolant CW introduced into the ePT 40), and the motor inlet water temperature of the coolant CW is maintained below the ePT upper limit water temperature.

[0084] When the "coolant temperature TW of the coolant CW introduced into the ePT 40" approaches the ePT upper limit water temperature (e.g., when the coolant temperature TW is equal to or higher than the reference temperature RT), it is necessary to cool the coolant CW introduced into the ePT 40 to protect the ePT 40 from heat. However, as described above, it is desirable to warm up the engine 20 as much as possible even during the CD mode. Therefore, when the "coolant temperature TW of the coolant CW introduced into the ePT 40" is equal to or higher than the reference temperature RT (i.e., the first condition described above is satisfied), the flow control unit 150 executes an engine warm-up process and a motor cooling process in parallel. Through these processes, the information processing device 1 (flow control unit 150) can warm up the engine 20 before starting while protecting the ePT 40 from heat (i.e., cooling the coolant CW introduced into the ePT 40).

[0085] Similarly, when the "coolant temperature TW of the coolant CW introduced into the ePT 40" is predicted to approach the ePT upper limit water temperature, the flow control unit 150 executes the engine warm-up process and the motor cooling process in parallel. Here, if the load on the motor of the ePT 40 increases, the heat generation of the ePT 40, including the motor, also increases. In other words, if the load on the motor is predicted to increase, the heat generation of the ePT 40 is also predicted to increase. Then, when the flow control unit 150 executes the engine warm-up process and the RAD shut-off process in parallel to efficiently warm up the engine 20, the "coolant temperature TW of the coolant CW introduced into the ePT 40" will also rise as the heat generation of the ePT 40 increases. Therefore, when the load on the ePT 40 motor is predicted to increase, the flow control unit 150 predicts that the "coolant temperature TW of the coolant CW introduced into the ePT 40" will also approach the ePT upper limit water temperature, and suspends the RAD shutoff process that was being executed in parallel with the engine warm-up process, and executes the engine warm-up process and the motor cooling process in parallel. In this embodiment, when the motor load determination unit 146 determines that the "expected load on the ePT 40 motor is equal to or greater than the reference load RL," the flow control unit 150 predicts that the "coolant temperature TW of the coolant CW introduced into the ePT 40" will approach the ePT upper limit water temperature. Then, the flow control unit 150, having predicted that the "coolant temperature TW of the coolant CW introduced into the ePT 40" will approach the ePT upper limit water temperature, executes the engine warm-up process and the motor cooling process in parallel.

[0086] By using the route information IR, the information processing device 1 can accurately predict whether the "coolant temperature TW of the coolant CW introduced into the ePT 40" will approach the ePT upper limit water temperature. In other words, the information processing device 1 can accurately estimate the "planned load on the ePT 40's motor" from the "planned route of the vehicle VH" indicated by the route information IR. The information processing device 1 then compares the highly accurately estimated "planned load on the ePT 40's motor" with the reference load RL, thereby accurately predicting whether the "coolant temperature TW of the coolant CW introduced into the ePT 40" will approach the ePT upper limit water temperature. In particular, as described above, the reference load RL may be set, for example, according to the coolant temperature TW of the coolant CW introduced into the ePT 40. By comparing the "load expected to be applied to the motor of the ePT 40" with the "reference load RL set according to the coolant temperature TW," the information processing device 1 can predict with higher accuracy whether the coolant temperature TW will approach the ePT upper limit water temperature. When the route information IR indicates that the "load expected to be applied to the motor will be equal to or greater than the reference load RL," the information processing device 1 predicts that the "coolant temperature TW of the coolant CW introduced into the ePT 40" will approach the ePT upper limit water temperature. The flow control unit 150, which predicts that the "coolant temperature TW of the coolant CW introduced into the ePT 40" will approach the ePT upper limit water temperature, achieves the following effects by executing the engine warm-up process and the motor cooling process in parallel. That is, the information processing device 1 can introduce the coolant CW into the second RAD 50 before the "coolant temperature TW of the coolant CW introduced into the ePT 40" approaches the ePT upper limit water temperature, and can cool the coolant CW using the second RAD 50. Furthermore, the information processing device 1 can efficiently warm up the engine 20 by utilizing the exhaust heat of the ePT 40 during the CD mode.

[0087] 7 illustrates an example in which the information processing device 1 executes the engine warm-up process and the motor cooling process in parallel after executing the additional warm-up process. That is, after the additional warm-up process is executed, the coolant CW introduced into the ePT 40 is cooled by the additional warm-up target (e.g., the O / C 60), and then, when the coolant temperature TW of the coolant CW approaches (is expected to approach) the ePT upper limit water temperature, the information processing device 1 executes the engine warm-up process and the motor cooling process in parallel. In other words, in the example illustrated in FIG. 7, the information processing device 1 first introduces the coolant CW flowing out from the ePT 40 into the engine 20, and then the coolant CW introduced into the ePT 40 is cooled by the engine 20 (engine warm-up process). After the engine warm-up process is performed, if the coolant temperature TW of the coolant CW introduced into the ePT 40 satisfies at least one of the first condition CD1 and the second condition CD2, the information processing device 1 introduces the coolant CW flowing out of the ePT 40 into an additional warm-up target, and the coolant CW introduced into the ePT 40 is cooled by the additional warm-up target (additional warm-up process). After the additional warm-up process is performed, if the coolant temperature TW of the coolant CW introduced into the ePT 40 approaches (is expected to approach) the ePT upper limit water temperature, the information processing device 1 further introduces the coolant CW flowing out of the ePT 40 into the second RAD 50, and the coolant CW introduced into the ePT 40 is cooled by the second RAD 50 (motor cooling process). In this way, by first performing the engine warm-up process, then the additional warm-up process, and finally the motor cooling process, the information processing device 1 can protect the ePT 40 from heat while efficiently utilizing the exhaust heat from the ePT 40 to warm up the engine 20, etc.

[0088] However, it is not essential for the information processing device 1 (flow control unit 150) to execute the additional warm-up process before executing the engine warm-up process and the motor cooling process in parallel. The flow control unit 150 may execute the engine warm-up process and the motor cooling process in parallel after executing the engine warm-up process without executing the additional warm-up process. As described above, during the CD mode, when the "coolant temperature TW of the coolant CW introduced into the ePT 40" approaches or is expected to approach the ePT upper limit water temperature, the information processing device 1 cools the coolant CW flowing out from the ePT 40. The information processing device 1 cools the coolant CW by introducing the coolant CW flowing out from the ePT 40 into at least one of the additional warm-up target (e.g., O / C 60) and the second RAD 50 in addition to the engine 20.

[0089] §3 Operation Example Figure 8 is a flowchart showing an example of the processing procedure of the information processing device 1 according to this embodiment. The processing procedure described below is an example of the processing procedure of an information processing method PM that causes a processor (e.g., the CPU 10 of the information processing device 1) to execute the process of "managing the temperature of the engine 20 in the vehicle VH, which is a PHEV." However, the processing procedure described below is merely an example, and each step may be modified as much as possible. Furthermore, steps may be omitted, replaced, or added to the processing procedure described below as appropriate depending on the embodiment.

[0090] (Step S110) In step S110, the CPU 10 operates as the driving mode acquisition unit 110 to acquire driving mode information IM, and in this embodiment, receives the driving mode information IM from the vehicle ECU 2.

[0091] (Step S120) In step S120, the CPU 10 operates as the determination unit 140 (particularly, the driving mode determination unit 142) and determines whether the vehicle VH is driving in CD mode. In this embodiment, the CPU 10 determines whether the driving mode information IM acquired in step S110 indicates that the vehicle VH is driving in CD mode. If the CPU 10 determines that the vehicle VH is driving in CD mode (Yes in step S120), the CPU 10 proceeds to step S130. If the CPU 10 determines that the vehicle VH is not driving in CD mode (No in step S120), that is, if the CPU 10 determines that the vehicle VH is driving in CS mode, the CPU 10 proceeds to step S210.

[0092] (Step S130) In step S130, the CPU 10 operates as the flow control unit 150 (particularly the first flow control unit 152 and the second flow control unit 154) and executes the RAD shutoff process, that is, shuts off the introduction of the coolant CW flowing out from the ePT 40 to the second RAD 50. In other words, the CPU 10 shuts off the circulation of the coolant CW between the ePT 40 and the second RAD 50 in the low-temperature circuit LT.

[0093] (Step S140) In step S140, the CPU 10 operates as the flow control unit 150 (particularly the first flow control unit 152 and the second flow control unit 154) to perform engine warm-up processing, i.e., introduces the coolant CW flowing out from the ePT 40 into the engine 20. In other words, the CPU 10 connects the high-temperature circuit HT and the low-temperature circuit LT to circulate the coolant CW between the ePT 40 and the engine 20.

[0094] (Step S150) In step S150, the CPU 10 operates as the coolant temperature acquisition unit 120 and acquires the coolant temperature TW of the coolant CW introduced into the ePT 40. In this embodiment, the CPU 10 acquires the coolant temperature TW from the low-temperature circuit sensor TS2.

[0095] (Step S160) In step S160, the CPU 10 operates as the determination unit 140 (particularly, the coolant temperature determination unit 144) and determines whether the coolant temperature TW acquired in step S150 satisfies at least one of the first condition CD1 and the second condition CD2. The CPU 10 determines at least one of "whether the coolant temperature TW is equal to or higher than a reference temperature RT" and "whether the amount of change in the coolant temperature TW is equal to or lower than a reference change amount RA." Then, when the CPU 10 confirms at least one of "that the coolant temperature TW is equal to or higher than the reference temperature RT" and "that the amount of change in the coolant temperature TW is equal to or lower than the reference change amount RA," it determines that at least one of the first condition CD1 and the second condition CD2 is satisfied.

[0096] When the reference temperature information IT indicates the reference temperature RT, for example, the CPU 10 refers to the nonvolatile memory 12 to acquire the reference temperature information IT and compares the reference temperature RT indicated by the acquired reference temperature information IT with the coolant temperature TW acquired in step S150. Then, when the CPU 10 confirms that the coolant temperature TW is equal to or higher than the reference temperature RT, it determines that the first condition CD1 is satisfied.

[0097] When the reference temperature information IT indicates the reference change amount RA, for example, the CPU 10 acquires the reference temperature information IT by referring to the nonvolatile memory 12, and compares the reference change amount RA indicated by the acquired reference temperature information IT with the change amount of the coolant temperature TW acquired in step S150. Then, when the CPU 10 confirms that "the change amount of the coolant temperature TW is equal to or less than the reference change amount RA," it determines that the second condition CD2 is satisfied.

[0098] If the CPU 10 determines that the coolant temperature TW satisfies at least one of the first condition CD1 and the second condition CD2 (Yes in step S160), the CPU 10 proceeds to step S170. If the CPU 10 determines that the coolant temperature TW does not satisfy either the first condition CD1 or the second condition CD2 (No in step S160), the CPU 10 returns to step S150. The CPU 10 repeats the processing of steps S150 and S160 until at least one of the first condition CD1 and the second condition CD2 is satisfied.

[0099] (Step S170) In step S170, the CPU 10 operates as the flow rate control unit 150 (particularly, the partial circuit introduction amount control unit 156) to perform an additional warm-up process, for example, by introducing the coolant CW flowing out from the ePT 40 into the O / C 60. In this embodiment, the CPU 10 further introduces the coolant CW introduced into the engine 20 in step S140 from the engine 20 into the O / C 60. By introducing the coolant CW flowing out from the ePT 40 (in other words, heated by the ePT 40) into the O / C 60 during the CD mode, the CPU 10 can cool the coolant CW introduced into the ePT 40 and warm up the O / C 60.

[0100] (Step S180) In step S180, the CPU 10 operates as the coolant temperature acquisition unit 120 and acquires the coolant temperature TW of the coolant CW introduced into the ePT 40. In this embodiment, the CPU 10 acquires the coolant temperature TW from the low-temperature circuit sensor TS2. As illustrated in Fig. 8 , the period during which the CPU 10 acquires the coolant temperature TW of the coolant CW introduced into the ePT 40 (coolant temperature acquisition period) may be shorter than the period during which the CPU 10 acquires the driving mode information IM (driving mode acquisition period).

[0101] (Step S190) In step S190, the CPU 10 operates as the determination unit 140 (particularly, the coolant temperature determination unit 144) and determines whether the coolant temperature TW acquired in step S180 satisfies the first condition CD1. In particular, in step S190, the CPU 10 determines whether the "coolant temperature TW of the coolant CW introduced into the ePT 40" after the additional warm-up process of step S170 (introduction of the coolant CW flowing out of the ePT 40 into the O / C 60) satisfies the first condition CD1. That is, the CPU 10 determines whether the "coolant temperature TW of the coolant CW introduced into the ePT 40" cooled by the O / C 60 is "equal to or greater than the reference temperature RT." If the CPU 10 determines that the coolant temperature TW satisfies the first condition CD1 (is equal to or greater than the reference temperature RT) (Yes in step S190), the CPU 10 proceeds to step S200. If it is determined that the coolant temperature TW does not satisfy the first condition CD1 (No in step S190), the CPU 10 returns to step S180. The CPU 10 repeats the processes of steps S180 and S190 until the "coolant temperature TW of the coolant CW introduced into the ePT 40 after the additional warm-up process in step S170 has been executed satisfies the first condition CD1."

[0102] (Step S200) In step S200, the CPU 10 operates as the flow control unit 150 (particularly the first flow control unit 152 and the second flow control unit 154) to perform the motor cooling process, i.e., introduces the cooling water CW flowing out from the ePT 40 into the second RAD 50. In other words, the CPU 10 circulates the cooling water CW between the ePT 40 and the second RAD 50.

[0103] 8, in step S200, the CPU 10 executes the motor cooling process in parallel with the engine warm-up process in step S140. That is, in step S200, the CPU 10 executes the motor cooling process and the engine warm-up process in parallel.

[0104] (Step S210) In step S210, the CPU 10 operates as the second flow control unit 154 and executes the HL shutoff process, i.e., shuts off the second connecting passage CP2 from the high temperature circuit HT to the low temperature circuit LT. In other words, the CPU 10 shuts off the coolant CW that passes through the second connecting passage CP2 from the high temperature circuit HT to the low temperature circuit LT.

[0105] (Step S220) In step S220, the CPU 10 operates as the first flow control unit 152 and executes the HL shutoff process, i.e., shuts off the first connecting passage CP1 from the low temperature circuit LT to the high temperature circuit HT. In other words, the CPU 10 shuts off the coolant CW that passes through the first connecting passage CP1 from the low temperature circuit LT to the high temperature circuit HT.

[0106] In the example shown in Figure 8, the information processing device 1 performs the process of step S200 (motor cooling process performed in parallel with the engine warm-up process of step S140) when the "coolant temperature TW of the coolant CW introduced into the ePT 40" is equal to or higher than the reference temperature RT (Yes in step S190). In other words, Figure 8 shows an example of the processing procedure of the information processing device 1 that performs the process of step S200 when the "coolant temperature TW of the coolant CW introduced into the ePT 40" approaches the ePT upper limit water temperature during CD mode. However, as described above, the information processing device 1 may perform the engine warm-up process and the motor cooling process in parallel when "the coolant temperature TW of the coolant CW introduced into the ePT 40" is predicted to approach the ePT upper limit water temperature." Below, using Figure 9, we will explain an example of the processing procedure of the information processing device 1, which performs engine warm-up processing and motor cooling processing in parallel when ``it is predicted that the coolant temperature TW of the coolant CW introduced into the ePT 40 will approach the ePT upper limit water temperature'' during CD mode.

[0107] The processing procedure illustrated in Fig. 9 is the same as the processing procedure illustrated in Fig. 8, except that steps S181 and S191 are included instead of steps S180 and S190 in Fig. 8. Therefore, only steps S181 and S191 will be described in detail below.

[0108] (Step S181) In step S181, the CPU 10 operates as the route information acquisition unit 130 to acquire route information IR, and in this embodiment, receives the route information IR from the vehicle ECU 2.

[0109] (Step S191) In step S191, the CPU 10 operates as the determination unit 140 (particularly the motor load determination unit 146) and determines whether the load expected to be applied to the ePT 40's motor is equal to or greater than the reference load RL. In this embodiment, the CPU 10 determines whether the path information IR acquired in step S181 indicates that the load expected to be applied to the ePT 40's motor is equal to or greater than the reference load RL. In other words, in the example shown in FIG. 9, the CPU 10 determines whether the "coolant temperature TW of the coolant CW introduced into the ePT 40" is expected to approach the ePT upper limit temperature based on whether the load expected to be applied to the ePT 40's motor is equal to or greater than the reference load RL. For example, in step S191, the CPU 10 references the nonvolatile memory 12 to acquire the reference load information IL. The CPU 10 also estimates the "load planned to be applied to the motor of the ePT 40" from the "route planned to be traveled by the vehicle VH" indicated by the route information IR acquired in step S181. The CPU 10 then compares the reference load RL indicated by the reference load information IL with the "load planned to be applied to the motor of the ePT 40" estimated from the route information IR.

[0110] In particular, in step S191, after executing the additional warm-up process of step S170, the CPU 10 determines whether the load expected to be applied to the motor of the ePT 40 is equal to or greater than the reference load RL. Therefore, in the example shown in Figure 9, the CPU 10 can determine whether the coolant temperature TW of the coolant CW introduced into the ePT 40, which has been cooled by the O / C 60 during the additional warm-up process, is expected to approach the ePT upper limit water temperature.

[0111] If the CPU 10 determines that the load expected to be applied to the motor of the ePT 40 is equal to or greater than the reference load RL, that is, that the coolant temperature TW of the coolant CW introduced into the ePT 40 is expected to approach the ePT upper limit temperature (Yes in step S191), the CPU 10 proceeds to step S200. If the CPU 10 determines that the load expected to be applied to the motor of the ePT 40 is less than the reference load RL, that is, that the coolant temperature TW of the coolant CW introduced into the ePT 40 is not expected to approach the ePT upper limit temperature (No in step S191), the CPU 10 returns to step S181. The CPU 10 repeats the processing of steps S181 and S191 until it determines that the load expected to be applied to the motor of the ePT 40 is equal to or greater than the reference load RL.

[0112] [Features] As described above, the thermal management system Sys according to this embodiment is a thermal management system that manages the temperature of the engine 20 in the vehicle VH. The vehicle VH is a PHEV that includes the engine 20 and a motor of the e-powertrain 40 as drive sources and is capable of charging the battery from an external power source. The thermal management system Sys includes a thermal circuit TC and an information processing device 1.

[0113] The thermal circuit TC includes a high-temperature circuit HT, a low-temperature circuit LT, a first connecting passage CP1, a second connecting passage CP2, a first three-way valve TV1, a second three-way valve TV2, a third three-way valve TV3, and a fourth three-way valve TV4. The high-temperature circuit HT is a circuit through which coolant CW can circulate between the engine 20 and the first RAD 30, and the low-temperature circuit LT is a circuit through which coolant CW can circulate between the motor (ePT 40) and the second RAD 50. The first connecting passage CP1 can introduce coolant CW from the low-temperature circuit LT to the high-temperature circuit HT, and branches off from a position in the low-temperature circuit LT that is upstream of the second RAD 50 and downstream of the motor, and merges with a position in the high-temperature circuit HT that is upstream of the engine 20 and downstream of the first RAD 30. The first three-way valve TV1 is provided at a connection point between the high-temperature circuit HT and the first connecting passage CP1, and is capable of adjusting the flow rate of the coolant CW introduced from the first RAD 30 to the engine 20 and the flow rate of the coolant CW introduced from the first connecting passage CP1 to the engine 20. The second three-way valve TV2 is provided at a connection point between the low-temperature circuit LT and the first connecting passage CP1, and is capable of adjusting the flow rate of the coolant CW introduced from the motor to the second RAD 50 and the flow rate of the coolant CW introduced from the motor to the first connecting passage CP1. The second connecting passage CP2 can introduce the coolant CW from the high-temperature circuit HT to the low-temperature circuit LT, and branches off from a position in the high-temperature circuit HT that is downstream of the engine 20 and upstream of the first RAD 30, and merges at a position in the low-temperature circuit LT that is downstream of the second RAD 50 and upstream of the motor. The third three-way valve TV3 is provided at a connection point between the high-temperature circuit HT and the second connecting passage CP2, and can adjust the flow rate of the coolant CW introduced from the engine 20 to the first RAD 30 and the flow rate of the coolant CW introduced from the engine 20 to the second connecting passage CP2. The fourth three-way valve TV4 is provided at the connection point between the low-temperature circuit LT and the second connecting passage CP2, and can adjust the flow rate of the cooling water CW introduced from the second connecting passage CP2 to the motor and the flow rate of the cooling water CW introduced from the second RAD50 to the motor.

[0114] The information processing device 1 controls the opening and closing of the first three-way valve TV1, the second three-way valve TV2, the third three-way valve TV3, and the fourth three-way valve TV4, and includes a driving mode acquisition unit 110 and a flow control unit 150. The driving mode acquisition unit 110 acquires driving mode information IM indicating whether the vehicle VH is driving in CD mode. When the driving mode information IM acquired by the driving mode acquisition unit 110 indicates that the vehicle VH is driving in CD mode, the flow control unit 150 simultaneously (in other words, in parallel) executes an engine warm-up process and a RAD shut-off process. As the engine warm-up process and the RAD shut-off process, the flow control unit 150 controls the second three-way valve TV2 to shut off the introduction of the coolant CW from the motor to the second RAD 50 and to introduce the coolant CW from the motor into the first connecting passage CP1. As the engine warm-up process and RAD shut-off process, the flow rate control unit 150 controls the first three-way valve TV1 to block the introduction of the coolant CW from the first RAD 30 to the engine 20 and introduce the coolant CW from the first connecting passage CP1 to the engine 20. As the engine warm-up process and RAD shut-off process, the flow rate control unit 150 controls the third three-way valve TV3 to block the introduction of the coolant CW from the engine 20 to the first RAD 30 and introduce the coolant CW from the engine 20 to the second connecting passage CP2. As the engine warm-up process and RAD shut-off process, the flow rate control unit 150 controls the fourth three-way valve TV4 to introduce the coolant CW from the second connecting passage CP2 to the motor and to shut off the introduction of the coolant CW from the second RAD 50 to the motor. In the engine warm-up process, the flow rate control unit 150 circulates the coolant CW between the motor and the engine 20, thereby warming up the engine 20 with the "coolant CW heated by the motor."

[0115] The information processing method PM according to this embodiment is an information processing method that causes a processor (e.g., the CPU 10 of the information processing device 1) in the vehicle VH to execute a process for managing the temperature of the engine 20. The information processing method PM causes the processor to execute, for example, steps S110, S120, S130, and S140 in FIGS.

[0116] In step S110, the processor acquires driving mode information IM indicating whether the vehicle VH is running in CD mode. In step S120, the processor determines whether the driving mode information IM acquired in step S110 indicates that the vehicle VH is running in CD mode. If the driving mode information IM indicates that the vehicle VH is running in CD mode (Yes in step S120), the processor executes a RAD shutoff process in step S130 and an engine warm-up process in step S140. In the RAD shutoff process in step S130 and the engine warm-up process in step S140, the processor warms up the engine 20 using the coolant CW heated by the motor. In this embodiment, the processor controls the opening and closing of the first three-way valve TV1, the second three-way valve TV2, the third three-way valve TV3, and the fourth three-way valve TV4 as follows. That is, as the engine warm-up processing and RAD shut-off processing, the processor controls the second three-way valve TV2 to block the introduction of the coolant CW from the motor to the second RAD 50 and introduce the coolant CW from the motor to the first connecting passage CP1. As the engine warm-up processing and RAD shut-off processing, the processor controls the first three-way valve TV1 to block the introduction of the coolant CW from the first RAD 30 to the engine 20 and introduce the coolant CW from the first connecting passage CP1 to the engine 20. As the engine warm-up processing and RAD shut-off processing, the processor controls the third three-way valve TV3 to block the introduction of the coolant CW from the engine 20 to the first RAD 30 and introduce the coolant CW from the engine 20 to the second connecting passage CP2. As the engine warm-up process and RAD shut-off process, the processor controls the fourth three-way valve TV4 to introduce cooling water CW from the second connecting passage CP2 to the motor and to shut off the introduction of cooling water CW from the second RAD 50 to the motor.

[0117] According to this configuration, the thermal management system Sys (information processing method PM) circulates the coolant CW between the motor (ePT 40) and the engine 20 during the CD mode, thereby warming up the engine 20 using the exhaust heat of the motor. In particular, the thermal management system Sys (information processing method PM) prevents the coolant CW from being cooled by the second RAD 50 by blocking the circulation of the coolant CW between the motor and the second RAD 50 in the low-temperature circuit LT. The thermal management system Sys (information processing method PM) then introduces all of the coolant CW that has recovered the exhaust heat of the motor without being cooled by the second RAD 50 into the engine 20, thereby allowing the engine 20 to be quickly and efficiently warmed up before starting using the exhaust heat of the motor. Therefore, the thermal management system Sys (information processing method PM) can avoid deterioration of emissions by appropriately warming up the engine 20 in the vehicle VH, which is a PHEV.

[0118] In particular, conventional PHEVs also have a high-temperature circuit for cooling the engine and a low-temperature circuit for cooling the motor. However, because the required water temperatures for the engine and the motor are different, the high-temperature circuit and the low-temperature circuit in conventional PHEVs are configured as separate, independent circuits. The thermal management system Sys (information processing method PM) can be realized by utilizing a high-temperature circuit HT corresponding to the conventional high-temperature circuit and a low-temperature circuit LT corresponding to the conventional low-temperature circuit. In other words, the thermal circuit TC of the thermal management system Sys (information processing method PM) can be realized by adding two connecting passages CP (a first connecting passage CP1 and a second connecting passage CP2) and four three-way valves TV (a first three-way valve TV1 to a fourth three-way valve TV4) that connect the two circuits to the "conventional high-temperature circuit and low-temperature circuit." The thermal management system Sys (information processing method PM) controls the opening and closing of each of the four three-way valves TV to circulate the coolant CW between the motor and the engine 20 during the CD mode, thereby warming up the engine 20 using the exhaust heat of the motor. Therefore, the thermal management system Sys (information processing method PM) has the effect of being able to warm up the engine 20 using the exhaust heat of the motor without making any major changes to the "conventional high-temperature circuit and low-temperature circuit."

[0119] §4 Modifications Although the embodiments of the present invention have been described above in detail, the above description is merely an example of the present invention in every respect. It goes without saying that various improvements and modifications can be made without departing from the scope of the present invention. For example, the following modifications are possible. Note that, in the following, the same reference numerals are used for components similar to those in the above embodiment, and descriptions of similar points to those in the above embodiment are omitted where appropriate. The following modifications can be combined as appropriate.

[0120] In the above embodiment, an example has been described in which the information processing device 1 and the vehicle ECU 2 are configured as separate computers. However, the configuration of the thermal management system Sys according to this embodiment is not limited to this example and may be determined appropriately depending on the embodiment. For example, the information processing device 1 and the vehicle ECU 2 may be integrated into one computer. Furthermore, at least one of the information processing device 1 and the vehicle ECU 2 may be configured as multiple computers.

[0121] REFERENCE SIGNS LIST 1...information processing device, 20...engine, 30...first radiator, 50...second RAD, 60...engine oil cooler, 110...driving mode acquisition unit, CD1...first condition, CD2...second condition, CP1...first connecting passage, CP2...second connecting passage, CW...coolant, HT...high temperature circuit (high temperature circulation circuit), IM...driving mode information, IR...route information, LT...low temperature circuit (low temperature circulation circuit), PC...partial circuit, RA...reference change amount, RL...reference load, RT...reference temperature, Sys...thermal management system, TS2...low temperature circuit sensor, TV1...first three-way valve, TV2...second three-way valve, TV3...third three-way valve, TV4...fourth three-way valve, VH...vehicle (plug-in hybrid vehicle), VL5...valve

Claims

1. An information processing method for a plug-in hybrid vehicle having an engine and a motor as drive sources for the vehicle and capable of charging a battery from an external power source, the information processing method causing a processor to execute processing for managing the temperature of the engine, the plug-in hybrid vehicle comprising: a high-temperature circulation circuit capable of circulating coolant between the engine and a first radiator; a low-temperature circulation circuit capable of circulating the coolant between the motor and a second radiator; a first connecting passage capable of introducing the coolant from the low-temperature circulation circuit to the high-temperature circulation circuit, the first connecting passage branching off from a position in the low-temperature circulation circuit upstream of the second radiator and downstream of the motor, and merging into a position in the high-temperature circulation circuit upstream of the engine and downstream of the first radiator; and a first three-way valve provided at a connection point between the high-temperature circulation circuit and the first connecting passage, the opening and closing of which is controlled by the processor. a first three-way valve capable of adjusting the flow rate of the cooling water introduced from the first radiator to the engine and the flow rate of the cooling water introduced from the first connecting passage to the engine; a second three-way valve provided at a connection point between the low-temperature circulation circuit and the first connecting passage, the opening and closing of which is controlled by the processor, and the second three-way valve capable of adjusting the flow rate of the cooling water introduced from the motor to the second radiator and the flow rate of the cooling water introduced from the motor to the first connecting passage; a second connecting passage capable of introducing the cooling water from the high-temperature circulation circuit to the low-temperature circulation circuit, the second connecting passage branching off from a position in the high-temperature circulation circuit downstream of the engine and upstream of the first radiator, and merging into a position in the low-temperature circulation circuit downstream of the second radiator and upstream of the motor; and a third three-way valve provided at a connection point between the high-temperature circulation circuit and the second connecting passage, the opening and closing of which is controlled by the processor,a third three-way valve capable of adjusting a flow rate of the cooling water introduced from the engine to the first radiator and a flow rate of the cooling water introduced from the engine to the second connecting passage; and a fourth three-way valve provided at a connection point between the low-temperature circulation circuit and the second connecting passage, the opening and closing of which is controlled by the processor, and the fourth three-way valve capable of adjusting a flow rate of the cooling water introduced from the second connecting passage to the motor and a flow rate of the cooling water introduced from the second radiator to the motor, wherein the processor performs the following steps: acquires driving mode information indicating whether the plug-in hybrid vehicle is running in a CD (Charge Depleting) mode; and when the driving mode information acquired in the step of acquiring the driving mode information indicates that the plug-in hybrid vehicle is running in the CD mode, warms up the engine with the cooling water heated by the motor, by controlling the second three-way valve to block the introduction of the cooling water from the motor to the second radiator and introduces the cooling water from the motor to the first connecting passage, an engine coolant supply passage for supplying the cooling water from the engine to the second connecting passage; and an engine coolant supply passage for supplying the cooling water from the engine to the second connecting passage.

2. The driving mode information further indicates whether the plug-in hybrid vehicle is driving in a CS (Charge Sustain) mode, and when the driving mode information acquired in the step of acquiring the driving mode information indicates that the driving mode of the plug-in hybrid vehicle has transitioned from the CD mode to the CS mode, the processor protects the motor from the coolant heated by the engine by controlling the third three-way valve to block the introduction of the coolant from the engine to the second connecting passage and introducing the coolant from the engine to the first radiator, controlling the fourth three-way valve to introduce the coolant from the second radiator to the motor and block the introduction of the coolant from the second connecting passage to the motor, and controlling the second three-way valve to block the introduction of the coolant from the motor to the first connecting passage and introducing the coolant from the motor to the second radiator, 2. The information processing method according to claim 1, further comprising the step of controlling the first three-way valve to block the introduction of the cooling water from the first connecting passage to the engine and to introduce the cooling water from the first radiator to the engine.

3. The plug-in hybrid vehicle further includes a low-temperature circuit sensor that detects the temperature of the coolant introduced into the motor and is provided between the motor and a connection point between the low-temperature circulation circuit and the second connecting passage, and the high-temperature circulation circuit includes a partial circuit that allows the coolant to circulate between the engine and an engine oil cooler, and a valve whose opening and closing is controlled by the processor is provided between the engine and the engine oil cooler, and the processor performs the following steps: acquiring the temperature of the coolant introduced into the motor from the low-temperature circuit sensor; and judging the temperature of the coolant acquired in the step of acquiring the temperature of the coolant, determining whether at least one of a first condition that the temperature of the coolant is equal to or higher than a predetermined reference temperature and a second condition that the amount of change in the temperature of the coolant is equal to or lower than a predetermined reference amount of change is satisfied.

3. The information processing method according to claim 1, further comprising: a step of warming up the engine with the cooling water heated by the motor when it is determined that at least one of the first condition and the second condition is satisfied in the step of determining the temperature of the cooling water; and a step of opening the valve to introduce the cooling water from the engine to the engine oil cooler.

4. After executing the step of introducing the cooling water from the engine to the engine oil cooler, if it is determined that the first condition is satisfied for the temperature of the cooling water acquired in the step of acquiring the temperature of the cooling water, the processor performs the steps of: cooling the cooling water heated by the motor by the second radiator, by controlling the second three-way valve to introduce the cooling water from the motor to the second radiator and also to introduce the cooling water from the motor to the first connecting passage; controlling the first three-way valve to block the introduction of the cooling water from the first radiator to the engine and introduce the cooling water from the first connecting passage to the engine; controlling the third three-way valve to block the introduction of the cooling water from the engine to the first radiator and introduce the cooling water from the engine to the second connecting passage; and controlling the fourth three-way valve to introduce the cooling water from the second connecting passage to the motor and also to introduce the cooling water from the second radiator to the motor. The information processing method according to claim 3 , further comprising the steps of:

5. The processor further includes a step of acquiring route information indicating a route along which the vehicle is scheduled to travel from a car navigation system; and a step of cooling the coolant heated by the motor by the second radiator when the route information acquired in the step of acquiring route information indicates that the load scheduled to be applied to the motor will be equal to or greater than a predetermined reference load, the step of controlling the second three-way valve to introduce the coolant from the motor to the second radiator and also to introduce the coolant from the motor to the first connecting passage; controlling the first three-way valve to block the introduction of the coolant from the first radiator to the engine and to introduce the coolant from the first connecting passage to the engine; and controlling the third three-way valve to block the introduction of the coolant from the engine to the first radiator and to introduce the coolant from the engine to the second connecting passage.

3. The information processing method according to claim 1, further comprising the step of controlling the fourth three-way valve to introduce the cooling water from the second connecting passage to the motor and also to introduce the cooling water from the second radiator to the motor.

6. A thermal management system for managing the temperature of a plug-in hybrid vehicle having an engine and a motor as drive sources for the vehicle and capable of charging a battery from an external power source, comprising: a high-temperature circulation circuit that allows coolant to circulate between the engine and a first radiator; a low-temperature circulation circuit that allows the coolant to circulate between the motor and a second radiator; a first connecting passage that allows the coolant to be introduced from the low-temperature circulation circuit to the high-temperature circulation circuit, the first connecting passage branching off from a position in the low-temperature circulation circuit upstream of the second radiator and downstream of the motor, and merging into a position in the high-temperature circulation circuit upstream of the engine and downstream of the first radiator; and a first three-way valve provided at a connection point between the high-temperature circulation circuit and the first connecting passage that is capable of adjusting the flow rate of the coolant introduced from the first radiator to the engine and the flow rate of the coolant introduced from the first connecting passage to the engine. a second three-way valve provided at a connection point between the low-temperature circulation circuit and the first connecting passage, the second three-way valve being capable of adjusting the flow rate of the cooling water introduced from the motor to the second radiator and the flow rate of the cooling water introduced from the motor to the first connecting passage; a second connecting passage capable of introducing the cooling water from the high-temperature circulation circuit to the low-temperature circulation circuit, the second connecting passage branching off from a position in the high-temperature circulation circuit downstream of the engine and upstream of the first radiator and merging into a position in the low-temperature circulation circuit downstream of the second radiator and upstream of the motor; a third three-way valve provided at a connection point between the high-temperature circulation circuit and the second connecting passage, the third three-way valve being capable of adjusting the flow rate of the cooling water introduced from the engine to the first radiator and the flow rate of the cooling water introduced from the engine to the second connecting passage; a fourth three-way valve provided at a connection point between the low-temperature circulation circuit and the second connecting passage,a fourth three-way valve capable of adjusting the flow rate of the cooling water introduced from the second connecting passage to the motor and the flow rate of the cooling water introduced from the second radiator to the motor; and an information processing device that controls opening and closing of each of the first three-way valve, the second three-way valve, the third three-way valve, and the fourth three-way valve, the information processing device including: a driving mode acquisition unit that acquires driving mode information indicating whether the plug-in hybrid vehicle is running in a CD (Charge Depleting) mode, wherein when the driving mode information acquired by the driving mode acquisition unit indicates that the plug-in hybrid vehicle is running in the CD mode, the information processing device: controls the second three-way valve to block the introduction of the cooling water from the motor to the second radiator and introduces the cooling water from the motor to the first connecting passage; and controls the first three-way valve to block the introduction of the cooling water from the first radiator to the engine and introduces the cooling water from the first connecting passage to the engine. a thermal management system that controls the third three-way valve to block the introduction of the cooling water from the engine to the first radiator and introduces the cooling water from the engine to the second connecting passage, and controls the fourth three-way valve to introduce the cooling water from the second connecting passage to the motor and block the introduction of the cooling water from the second radiator to the motor, thereby warming up the engine with the cooling water heated by the motor.

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