Embodiments of a TRS Controller to ECU interface are provided. The interface includes a TRS Controller connected to an ECU that is part of an engine. The interface includes a keyswitch connection that is configured to send a keyswitch message from the TRS Controller to the ECU, a run signal connection that is configured to send a run message from the TRS Controller to the ECU, and a CAN communication connection that is configured to provide two-way communication between the TRS Controller and the ECU.

An air-conditioning control apparatus includes a determiner and a controller. The determiner is configured to determine whether a subject vehicle is in a slipstream of a preceding vehicle when the subject vehicle is in autonomous control and following the preceding vehicle. The controller is configured to increase a flow rate of air flowing through a condenser for an air-conditioning of the subject vehicle when the determiner determines that the subject vehicle is in the slipstream of the preceding vehicle. According to this, even when the subject vehicle is in the slipstream and following the preceding vehicle during the autonomous control, the flow rate of the air flowing through the condenser can be increased by the controller. Accordingly, the flow rate of the air flowing through the condenser of the subject vehicle can be secured in the condition where the inter-vehicle distance from the preceding vehicle is small during vehicle platooning.

A method of operating a vehicle climate system includes, by a controller, responsive to a same blower motor request, operating a blower motor at a first speed responsive to a heater core isolation valve (HCIV) directing coolant used to heat a cabin to an engine. The method further includes, by the controller, responsive to the same blower motor request, operating the blower motor at a second speed less than the first speed responsive to the HCIV directing the coolant to an electric heater and not to the engine.

A method of operating a vehicle climate system includes, by a controller, responsive to a same blower motor request, operating a blower motor at a first speed responsive to a heater core isolation valve (HCIV) directing coolant used to heat a cabin to an engine. The method further includes, by the controller, responsive to the same blower motor request, operating the blower motor at a second speed less than the first speed responsive to the HCIV directing the coolant to an electric heater and not to the engine.

A vehicle thermal management system includes a first coolant loop that passes through a battery and a first valve. A second coolant loop passes through a heater, a cabin, and a second valve. A first connecting path connects the first valve and a second point of the second coolant loop. A second connecting path connects the second valve and a first point of the first coolant loop. The first valve selectively allows coolant to circulate through the first coolant loop or flow to the second point through the first connecting path. The second valve selectively allows coolant to circulate through the second coolant loop or flow to the first point through the second connecting path. A second cooling unit cools the cabin. The first coolant loop additionally passes through a first cooling unit.

A refrigeration cycle device includes a first refrigerant passage from a radiator to an outside heat exchanger, and a second refrigerant passage from the outside heat exchanger to a compressor via a first evaporator. A first expansion valve is disposed in the first refrigerant passage upstream of the outside heat exchanger. A second expansion valve is disposed in the second refrigerant upstream of the first evaporator. The refrigeration cycle device includes a third refrigerant passage that guides the refrigerant flowing between the radiator and the first expansion valve to bypass the first expansion valve and the outside heat exchanger to flow to the second refrigerant passage on the refrigerant flow downstream side of the first evaporator. A third expansion valve is disposed in the third refrigerant passage. A second evaporator is disposed in the third refrigerant passage on the refrigerant flow downstream side of the third expansion valve.

A refrigerant circulation system which circulates CO.sub.2-containing refrigerant therethrough includes a compressor which compresses the refrigerant, a motor, a motor speed sensor which detects a rotational speed of the motor, and a control device which controls at least the motor. The motor includes a rotor, a stator, a rotation shaft coupled to the rotor, and slide bearings supporting the rotation shaft and being lubricated using the refrigerant compressed by the compressor, and is configured so that the refrigerant passing through the motor expands after flowing out of the slide bearings and is used for cooling one of the rotor and the stator. The motor further includes a flow rate adjustment mechanism which adjusts a flow rate of the refrigerant. The control device controls the flow rate adjustment mechanism to adjust the flow rate of the refrigerant according to the rotational speed detected by the motor speed sensor.

A method for automatic directional control of an air conditioning vent including detecting a vehicle location and a vehicle orientation, determining a sun position with respect to the vehicle location and the vehicle orientation, determining a solar heat gain location within a vehicle cabin in response to the sun position, generating a control signal indicative of the solar heat gain location, and positioning the air condition vent to direct an airflow towards the solar heat gain location and to adjust the flow rate of the airflow in response to the control signal.

A vehicle thermal management system includes a first coolant loop that passes through a battery and a first valve. A second coolant loop passes through a heater, a cabin, and a second valve. A first connecting path connects the first valve and a second point of the second coolant loop. A second connecting path connects the second valve and a first point of the first coolant loop. The first valve selectively allows coolant to circulate through the first coolant loop or flow to the second point 280 through the first connecting path. The second valve selectively allows coolant to circulate through the second coolant loop or flow to the first point 180 through the second connecting path. A second cooling unit cools the cabin. The first coolant loop additionally passes through a first cooling unit.