JP2020070743A - In-vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an in-vehicle control device capable of increasing the chance of regenerating a filter by cutting fuel even when the outside air temperature is low. A cooling device 200 for an internal combustion engine 10 includes a heater core 63, a heater control valve 65 for adjusting the flow rate of cooling water to the heater core 63, and an ATF warmer 64 for warming hydraulic oil of a lockup clutch provided in a torque converter. It has a control valve 66 for an ATF warmer that adjusts the flow rate of cooling water to the ATF warmer 64. The in-vehicle control device 100 prohibits the engagement of the lockup clutch when the temperature of the hydraulic oil is lower than the specified temperature. Further, when the fuel cut condition including the engagement of the lockup clutch is satisfied, the fuel injection of the fuel injection valve is stopped. When the outside air temperature is less than the outside air temperature threshold value and the PM accumulation amount of the filter is equal to or more than the accumulation amount threshold value, the heater control valve 65 and the ATF warmer are given priority over the supply of cooling water to the ATF warmer 64 over the heater core 63. Control valve 66 is controlled. [Selection diagram] Figure 2

Description

  The present invention relates to an in-vehicle control device.

  For example, Patent Document 1 discloses an internal combustion engine having a filter for trapping particulate matter (hereinafter referred to as PM) in exhaust gas in an exhaust passage. In this internal combustion engine, the fuel injection from the fuel injection valve is stopped, that is, a so-called fuel cut is performed to supply oxygen to the filter, so that the PM accumulated in the filter is burned and the filter is regenerated. Heating control is performed to make the heating device mounted on the vehicle function by putting the internal combustion engine into a combustion state and using the exhaust heat. When both the heating control execution request and the regeneration control execution request are present, the fuel cut is executed with priority given to the execution of the regeneration control.

JP, 2018-90154, A

  By the way, when a vehicle equipped with an automatic transmission is equipped with a torque converter having a lock-up clutch, fuel cut is executed when a prescribed fuel cut condition including engagement of the lock-up clutch is satisfied. The filter is then preferably regenerated. This is because when the lockup clutch is engaged, it takes a long time for the engine speed to decrease from the fuel cut to the engine speed at which the engine returns to the engine speed after the fuel cut is started, so the lockup clutch is released. This is because the execution time of fuel cut is longer than that in the case where the filter is regenerated, and thus the regeneration time of the filter can be secured.

  However, when the temperature of the hydraulic oil that operates the lock-up clutch is low, the viscosity of the hydraulic oil is high and the controllability of the lock-up clutch deteriorates, so until the temperature of the hydraulic oil reaches the specified engagement permission temperature. Is prohibited from engaging the lockup clutch.

  On the other hand, the cooling device for the internal combustion engine is provided with a heater core for heating and an ATF warmer for warming the hydraulic oil of the lockup clutch, and the heater core and the ATF warmer are warmed by the cooling water that has passed through the water jacket of the internal combustion engine. ..

  Here, when the outside air temperature is low, it is desirable to secure the heating performance of the heater core by giving priority to the cooling water supply to the heater core rather than the ATF warmer. However, if the cooling water supply to the heater core is prioritized, the temperature rise of the hydraulic oil by the ATF warmer will be delayed, so that the time required for the temperature of the hydraulic oil to reach the engagement permission temperature becomes longer, and the lockup clutch engagement The period during which the combined operation is prohibited becomes long. Therefore, when the outside air temperature is low, it becomes difficult to satisfy the fuel cut condition, and the chances of regenerating the filter by the fuel cut are reduced.

  An on-vehicle control device for solving the above problem is an on-vehicle control device for a vehicle including an internal combustion engine and a torque converter having a lockup clutch. The internal combustion engine has a fuel injection valve for supplying fuel into a cylinder, a filter provided in an exhaust passage for collecting particulate matter in exhaust gas, and a cooling device. The cooling device controls a flow path for a heater that supplies cooling water that has passed through a water jacket of the internal combustion engine to a heater core for heating, and a flow rate of cooling water that is provided in the flow path for a heater and that is supplied to the heater core. A heater control valve to be adjusted, an ATF warmer flow path for supplying the cooling water that has passed through the water jacket to an ATF warmer that warms the hydraulic oil of the lockup clutch, and the ATF warmer flow path is provided with the ATF warmer flow path. ATF warmer control valve for adjusting the flow rate of the cooling water supplied to the warmer. The in-vehicle control device, when the temperature of the hydraulic oil is lower than the prescribed engagement permission temperature, performs a process of prohibiting the engagement of the lockup clutch and an engagement of the lockup clutch. A process of stopping the fuel injection from the fuel injection valve when the specified fuel cut condition including is satisfied, and when the outside air temperature is less than a specified outside air temperature threshold value, the deposition amount of the particulate matter in the filter is If it is determined that the amount of deposition is less than or equal to a specified deposition amount threshold, and if the amount of deposition is less than the deposition amount threshold, priority is given to supplying cooling water to the heater core over the ATF warmer. While controlling the heater control valve and the ATF warmer control valve so that the above, the heater core is determined to be equal to or greater than the deposit threshold value. Also executes a process of controlling the heater control valve and the ATF warmer control valve so as to give priority to cooling water supply to the ATF warmer.

  According to the configuration, when the outside air temperature is lower than the outside air temperature threshold value, and when the deposition amount of the particulate matter is less than the deposition amount threshold value, the cooling water to the heater core is supplied more than the cooling water to the ATF warmer. Supply will be given priority. Therefore, when the outside air temperature is low, priority is given to ensuring the heating capacity of the heater core.

  On the other hand, even if the outside air temperature is lower than the outside air temperature threshold, if the amount of particulate matter accumulated is greater than or equal to the accumulation amount threshold, the cooling water supply to the ATF warmer takes priority over the cooling water supply to the heater core. Will be done. Therefore, the temperature rise of the hydraulic oil of the lockup clutch is promoted, and the temperature of the hydraulic oil reaches the engagement permission temperature early. Therefore, the lockup clutch can be brought into the engaged state early even in an environment where the outside air temperature is low, and the fuel cut condition can be easily established. Therefore, even when the outside air temperature is low, it is possible to increase the chances of regenerating the filter by the fuel cut.

1 is a schematic diagram of a vehicle to which an embodiment of an on-vehicle control device is applied and an internal combustion engine mounted on the vehicle. The schematic diagram of the cooling device with which the internal-combustion engine of the embodiment is equipped. The flowchart which shows the procedure of the process which the vehicle-mounted control apparatus of the same embodiment performs.

Hereinafter, an embodiment of an on-vehicle control device will be described with reference to FIGS. 1 to 3.
As shown in FIG. 1, a vehicle 500 is equipped with an internal combustion engine 10 including a plurality of cylinders 11. An intake passage 13 is connected to the intake port of each cylinder 11. The intake passage 13 is provided with a throttle valve 14 for adjusting the intake air amount.

  The internal combustion engine 10 includes a fuel injection valve 12 that supplies fuel into the cylinder 11. In the combustion chamber of each cylinder 11, a mixture of air sucked through the intake passage 13 and fuel injected from the fuel injection valve 12 is combusted by being ignited by spark discharge. The exhaust gas generated by the combustion of the air-fuel mixture in the combustion chamber is exhausted to the exhaust passage 15 connected to the exhaust port of the internal combustion engine 10.

  The exhaust passage 15 is provided with a three-way catalyst (hereinafter referred to as catalyst) 16 which is a catalyst for purifying exhaust gas. The catalyst 16 oxidizes and purifies hydrocarbons (HC) and carbon monoxide (CO) contained in the exhaust, and reduces and purifies nitrogen oxides (NOx) contained in the exhaust.

A filter 17 for collecting particulate matter (hereinafter referred to as PM) in the exhaust is provided at a position downstream of the catalyst 16 in the exhaust passage 15.
An input shaft of a torque converter 20 including a lockup clutch 25 is connected to a crankshaft that is an output shaft of the internal combustion engine 10. The torque converter 20 is a fluid transmission mechanism that transmits torque from the input shaft side to the output shaft side via ATF (Automatic Transmission Fluid) that is hydraulic oil, and its output shaft is connected to the input shaft of the automatic transmission 30. Has been done. Inside the torque converter 20, a pair of impellers such as a pump impeller 21 connected to the crankshaft and a turbine impeller 22 connected to the input shaft of the automatic transmission 30 are provided.

  The lock-up clutch 25 has its operating state changed by hydraulic pressure. The lock-up clutch 25 is in an “engaged state” in which torque can be transmitted through the lock-up clutch 25, and the lock-up clutch 25 is released by releasing the engaged state. The operating state changes between the “released state” in which the amount of torque transmission via the “0” becomes “0”. The "engaged state" of the present embodiment includes a "directly connected state" in which the input shaft side (internal combustion engine side) and the output shaft side (automatic transmission side) of the torque converter 20 are directly connected, and the lockup clutch 25. There is a "slip state" in which the input shaft side and the output shaft side of the torque converter 20 relatively rotate relative to each other by performing the flex lockup control for controlling the slip amount.

The hydraulic circuit 32 of the automatic transmission 30 is filled with ATF for shifting the automatic transmission 30 and operating the lockup clutch 25.
Various controls such as engine control of the internal combustion engine 10, shift control of the automatic transmission 30, operation control of the lockup clutch 25, etc. are executed by an in-vehicle control device (hereinafter, referred to as a control device) 100 of the vehicle 500.

  The control device 100 includes a central processing unit (hereinafter referred to as CPU) 110 and a memory 120 in which control programs and data are stored. Then, the CPU 110 executes the programs stored in the memory 120 to execute various controls.

  The control device 100 detects a crank angle sensor 70 that detects a rotation angle of a crankshaft, a rotation speed sensor 71 that detects a turbine rotation speed NT that is a rotation speed of the turbine impeller 22, and an intake air amount GA of the internal combustion engine 10. The air flow meter 72 is connected, and output signals from these various sensors are input. Further, a water temperature sensor 73 that detects a cooling water temperature THW that is a temperature of cooling water of the internal combustion engine 10 and an accelerator position sensor 74 that detects an accelerator operation amount ACCP that is an operation amount of an accelerator pedal are connected to the control device 100. Output signals from the various sensors are input. Further, the control device 100 is also connected to an outside air temperature sensor 75 that detects the outside air temperature THout, a vehicle speed sensor 76 that detects the vehicle speed SP of the vehicle 500, and a temperature sensor 77 that detects the ATF temperature (ATF temperature THatf). Output signals from these various sensors are also input.

  The control device 100 calculates the engine rotation speed NE based on the output signal Scr of the crank angle sensor 70. Further, the control device 100 calculates the engine load factor KL based on the engine speed NE and the intake air amount GA. The engine load factor KL represents the ratio of the current cylinder inflow air amount to the cylinder inflow air amount when the internal combustion engine 10 is in steady operation under full load. The cylinder inflow air amount is the amount of air flowing into each of the cylinders 11 in the intake stroke.

  Further, the control device 100 calculates the filter temperature Tf, which is the temperature of the filter 17, based on various engine operating states such as the intake charging efficiency and the engine rotation speed NE. The control device 100 also calculates the PM deposition amount Ps, which is the deposition amount of the particulate matter in the filter 17, based on the engine rotation speed NE, the engine load factor KL, the filter temperature Tf, and the like.

  As one of various controls, the control device 100 executes the fuel cut to stop the fuel injection of the fuel injection valve 12 when the prescribed fuel cut condition is satisfied, while the control device 100 performs the fuel cut when the prescribed return condition is satisfied. The fuel cut control for restarting the fuel injection is executed. The fuel cut condition is, for example, when the lockup clutch 25 is in the engaged state, the accelerator operation amount ACCP is “0”, and the engine rotation speed NE is equal to or higher than a predetermined return rotation speed. To establish. Further, the return condition is that the engine rotational speed NE becomes equal to or lower than the return rotational speed during execution of fuel cut, or the accelerator operation amount ACCP becomes larger than "0" during execution of fuel cut. Is established.

  When such a fuel cut is performed while the filter 17 is in a high temperature state, a large amount of oxygen is supplied to the filter 17, so that the PM accumulated on the filter 17 is burned and reduced. The so-called regeneration of the filter 17 is performed by such combustion of PM.

  The control device 100 also controls the operation of the lockup clutch 25 as one of various controls. This operation control is also well known, and basically, based on the accelerator operation amount ACCP, the vehicle speed SP, etc., any one of the “direct connection state”, the “slip state”, and the “release state” of the lockup clutch 25 is set. Selected as the operating state. Then, the hydraulic circuit of the lockup clutch 25 is controlled so that the selected operating state is achieved. When the ATF temperature THatf is equal to or lower than the specified engagement permission temperature THaw and the viscosity of the ATF is high, the controllability of the lockup clutch 25 is reduced due to the decrease in responsiveness when the lockup clutch 25 operates. Getting worse. Therefore, when the ATF temperature THatf is lower than the prescribed engagement permission temperature THaw, the control device 100 prohibits the lockup clutch 25 from engaging (in the direct connection state or the slip state), and the lockup clutch 25 is closed. Maintain "released state".

  FIG. 2 shows a cooling device 200 for the internal combustion engine 10. As shown in FIG. 2, the cylinder block and the cylinder head of the internal combustion engine 10 are provided with a water jacket 10W through which cooling water flows.

  The inlet 18 and the outlet 19 of the water jacket 10W are connected by a radiator flow path 50. The radiator passage 50 is provided with a radiator 60 for cooling the cooling water through heat exchange with the outside air, an electronic thermostat 61, and an electric pump 62 in this order from the upstream side in the flow direction of the cooling water. .. Therefore, when the thermostat 61 is open, in the radiator flow path 50, the cooling water that has passed through the water jacket 10W returns to the water jacket 10W via the radiator 60, the thermostat 61, and the pump 62. It's on the road.

  Further, the outlet 19 of the water jacket 10W is connected to the upstream end of the heater flow path 52 that supplies the cooling water that has passed through the water jacket 10W to the heater core 63 for heating. A heater control valve 65 for adjusting the flow rate of the cooling water to be supplied to the heater core 63 in this order from the upstream side in the flow direction of the cooling water to the heater flow path 52, and air is blown into the vehicle compartment by heat exchange with the cooling water. The heater core 63 for warming the air is provided. The downstream end of the heater flow path 52 is connected to a portion of the radiator flow path 50 between the thermostat 61 and the pump 62. Therefore, the heater flow path 52 is a flow path for the cooling water that has passed through the water jacket 10W to return to the water jacket 10W via the heater control valve 65 and the heater core 63. The heater control valve 65 is configured so that the flow rate of the cooling water supplied to the heater core 63 increases as the opening degree of the heater control valve 65 increases.

  Further, in the portion between the outlet 19 of the water jacket 10W and the heater control valve 65 in the heater flow passage 52, the ATF warmer flow passage 53 that supplies the cooling water passing through the water jacket 10W to the ATF warmer 64. The upstream end is connected. In the ATF warmer flow path 53, an ATF warmer control valve 66 for adjusting the flow rate of the cooling water supplied to the ATF warmer 64 in order from the upstream side in the flow direction of the cooling water, a heat flow between the cooling water and the ATF. An ATF warmer 64 is provided to warm the ATF by replacing it. The downstream end of the ATF warmer flow path 53 is connected to the heater flow path 52 on the downstream side of the heater core 63. Therefore, the ATF warmer flow path 53 is a flow path for the cooling water that has passed through the water jacket 10W to return to the water jacket 10W via the ATF warmer control valve 66 and the ATF warmer 64. The ATF warmer control valve 66 is also configured so that the flow rate of the cooling water supplied to the ATF warmer 64 increases as the opening degree increases.

The drive control of each of the thermostat 61, the pump 62, the heater control valve 65, and the ATF warmer control valve 66 is executed by the control device 100.
FIG. 3 shows a processing procedure for opening / closing control of the heater control valve 65 and the ATF warmer control valve 66 executed by the control device 100. The process illustrated in FIG. 3 is realized by the CPU 110 executing a program stored in the memory 120 of the control device 100 at predetermined intervals. Further, in the following, a step number is represented by a number with “S” added to the beginning.

  When this processing is started, the control device 100 determines whether or not the current cooling water temperature THW is equal to or higher than the prescribed water temperature threshold THa (S100). As the water temperature threshold THa, for example, a cooling water temperature at which it can be determined that the warm-up of the internal combustion engine 10 is completed is set in advance.

  When determining that the current cooling water temperature THW is equal to or higher than the water temperature threshold THa (S100: YES), the control device 100 opens both the heater control valve 65 and the ATF warmer control valve 66 (S130). ), And this processing is once ended. When both the heater control valve 65 and the ATF warmer control valve 66 are opened in this way, the cooling water that has passed through the water jacket 10W is supplied to both the heater core 63 and the ATF warmer 64.

  On the other hand, when determining that the current cooling water temperature THW is lower than the water temperature threshold THa (S100: NO), the control device 100 determines whether the current outside air temperature THout is equal to or higher than the specified outside air temperature threshold THb. (S110). As the outside air temperature threshold value THb, the outside air temperature THout is higher than the outside air temperature threshold value THb. Therefore, the current outside air temperature THout is determined by the ATF warmer 64 increasing the temperature of the ATF rather than the heating performance of the heater core 63. The magnitude of the value is set so that it can be accurately determined that the priority is desirably high.

  Conversely, based on the fact that the outside air temperature THout is lower than the outside air temperature threshold THb, the current outside air temperature THout gives priority to ensuring the heating performance of the heater core 63 over the ATF warming by the ATF warmer 64. The magnitude of the outside air temperature threshold THb is set so that it can be accurately determined that the temperature is as low as desired.

  When determining that the current outside air temperature THout is equal to or more than the outside air temperature threshold THb (S110: YES), the control device 100 closes the heater control valve 65 and opens the ATF warmer control valve 66. The valve state is set (S140), and the present process is temporarily terminated. When the heater control valve 65 is closed and the ATF warmer control valve 66 is opened by the process of S140, the cooling water supply to the heater core 63 is stopped and the water passes through the water jacket 10W. The cooling water is supplied to the ATF warmer 64.

  On the other hand, when the control device 100 determines that the current outside air temperature THout is less than the outside air temperature threshold THb (S110: NO), is the currently calculated PM deposition amount Ps equal to or greater than the specified deposition amount threshold Psa? It is determined whether or not (S120). As the accumulation amount threshold value Psa, a PM accumulation amount when the filter 17 is being clogged so that the filter 17 needs to be regenerated is set in advance.

  Then, when the control device 100 determines that the PM deposition amount Ps is equal to or greater than the prescribed deposition amount threshold Psa (S120: YES), it closes the heater control valve 65 and sets the ATF warmer control valve 66. The valve is opened (S140), and this processing is once ended.

  On the other hand, when the control device 100 determines that the PM deposition amount Ps is less than the prescribed deposition amount threshold value Psa (S120: NO), the heater control valve 65 is opened and the ATF warmer control valve 66 is opened. The valve is closed (S150), and this processing is once ended. By the process of S150, when the heater control valve 65 is opened and the ATF warmer control valve 66 is closed, the supply of the cooling water to the ATF warmer 64 is stopped and the water jacket 10W is passed. The cooling water is supplied to the heater core 63.

  Therefore, when the process of S150 is executed, the supply of the cooling water to the heater core 63 is prioritized over the ATF warmer 64 as compared with the case where the process of S140 described above is executed. On the other hand, when the process of S140 described above is executed, the supply of the cooling water to the ATF warmer 64 is prioritized over the heater core 63 as compared with the case where the process of S150 is executed.

The operation and effect of this embodiment will be described.
(1) When the outside air temperature THout is lower than the outside air temperature threshold THb (S110: NO in FIG. 3), when the PM deposition amount Ps is less than the deposition amount threshold Psa (S120: NO in FIG. 3), the figure By performing the process of S150 shown in FIG. 3, the cooling water is supplied to the heater core 63 with priority over the cooling water supply to the ATF warmer 64. Therefore, the heating capacity of the heater core 63 is ensured with priority.

  On the other hand, when the outside air temperature THout is lower than the outside air temperature threshold THb (S110: NO in FIG. 3), when the PM deposition amount Ps is equal to or more than the deposition amount threshold Psa (S120: YES in FIG. 3), FIG. By performing the processing of S140 shown in (1), the cooling water supply to the ATF warmer 64 is given priority over the cooling water supply to the heater core 63. Therefore, the temperature rise of ATF is promoted, and the ATF temperature THatf reaches the engagement permission temperature THaw earlier. Therefore, the lock-up clutch 25 can be brought into the engaged state early even in an environment where the outside air temperature is low, and the above-described fuel cut condition can be easily established. Therefore, even when the outside air temperature is low, it is possible to increase the chances of regenerating the filter 17 due to the fuel cut.

The present embodiment can be modified and implemented as follows. The present embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.
In the process of S140 shown in FIG. 3, the heater control valve 65 is closed and the ATF warmer control valve 66 is opened to supply the cooling water to the ATF warmer 64 rather than the heater core 63. Has been prioritized. In addition to this, by increasing the opening degree of the ATF warmer control valve 66 while maintaining the heater control valve 65 at a predetermined opening degree, the cooling water supply to the ATF warmer 64 is given priority over the heater core 63. Good. Further, by maintaining the opening degree of the ATF warmer control valve 66 at a predetermined opening degree and decreasing the opening degree of the heater control valve 65, the cooling water supply to the ATF warmer 64 is prioritized over the heater core 63. You may do it. Further, by increasing the opening degree of the ATF warmer control valve 66 and decreasing the opening degree of the heater control valve 65, the cooling water supply to the ATF warmer 64 may be prioritized over the heater core 63.

  In the process of S150 shown in FIG. 3, the heater control valve 65 is opened and the ATF warmer control valve 66 is closed to supply the cooling water to the heater core 63 more than the ATF warmer 64. Has been prioritized. In addition, the opening of the ATF warmer control valve 66 is reduced while maintaining the heater control valve 65 at a predetermined opening, thereby giving priority to the cooling water supply to the heater core 63 over the ATF warmer 64. Good. Further, by maintaining the opening of the ATF warmer control valve 66 at a predetermined opening and increasing the opening of the heater control valve 65, the cooling water supply to the heater core 63 is prioritized over the ATF warmer 64. You may do it. Further, the opening degree of the ATF warmer control valve 66 may be reduced and the opening degree of the heater control valve 65 may be increased to give priority to the cooling water supply to the heater core 63 over the ATF warmer 64.

  DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine, 10W ... Water jacket, 11 ... Cylinder, 12 ... Fuel injection valve, 13 ... Intake passage, 14 ... Throttle valve, 15 ... Exhaust passage, 16 ... Three way catalyst (catalyst), 17 ... Filter, 18 ... Inlet, 19 ... Outlet, 20 ... Torque converter, 21 ... Pump impeller, 22 ... Turbine impeller, 25 ... Lockup clutch, 30 ... Automatic transmission, 32 ... Hydraulic circuit, 50 ... Radiator flow path, 52 ... Heater flow Reference numeral 53 ... ATF warmer flow passage, 60 ... Radiator, 61 ... Thermostat, 62 ... Pump, 63 ... Heater core, 64 ... ATF warmer, 65 ... Heater control valve, 66 ... ATF warmer control valve, 70 ... Crank angle Sensor, 71 ... Rotation speed sensor, 72 ... Air flow meter, 73 ... Water temperature sensor, 74 ... Accelerator position sensor, 75 ... Outside Temperature sensor, 76 ... vehicle speed sensor, 77 ... temperature sensor, 100 ... vehicle control device (control device), 110 ... central processing unit (CPU), 120 ... memory, 200 ... cooling device, 500 ... vehicle.

Claims (1)

An in-vehicle control device for a vehicle including an internal combustion engine and a torque converter having a lockup clutch,
The internal combustion engine has a fuel injection valve for supplying fuel into a cylinder, a filter provided in an exhaust passage for collecting particulate matter in exhaust gas, and a cooling device,
The cooling device controls a flow path for a heater that supplies cooling water that has passed through a water jacket of the internal combustion engine to a heater core for heating, and a flow rate of cooling water that is provided in the flow path for a heater and that is supplied to the heater core. A heater control valve to be adjusted, an ATF warmer passage for supplying the cooling water that has passed through the water jacket to an ATF warmer that warms the hydraulic oil of the lockup clutch, and the ATF warmer passage is provided with the ATF warmer passage. ATF warmer control valve for adjusting the flow rate of cooling water supplied to the warmer,
The in-vehicle control device,
When the temperature of the hydraulic oil is lower than a prescribed engagement permission temperature, a process of prohibiting engagement of the lockup clutch,
A process of stopping fuel injection from the fuel injection valve when a prescribed fuel cut condition including engagement of the lockup clutch is satisfied;
When the outside air temperature is less than the specified outside air temperature threshold value, a process of determining whether or not the deposition amount of the particulate matter in the filter is equal to or more than a specified deposition amount threshold value,
When it is determined that the deposition amount is less than the deposition amount threshold value, the heater control valve and the ATF warmer control valve are controlled to give priority to the cooling water supply to the heater core over the ATF warmer. On the other hand, when it is determined that the deposition amount is equal to or greater than the deposition threshold value, the heater control valve and the ATF warmer control are prioritized to supply the cooling water to the ATF warmer over the heater core. An in-vehicle controller that executes the process of controlling the valve.