A control system for a radiant heater device includes a radiant heater device, a heater ECU that controls an energization and a deenergization of a heat generation unit, and an integrated ECU that transmits an operation prohibition command for prohibiting the energization of the heat generation unit and an operation permission command for permitting the energization of the heat generation unit to the heater ECU. The integrated ECU transmits the operation prohibition command when receiving a collision signal indicative of a vehicle collision or a prediction of the vehicle collision, and transmits the operation permission command when not receiving the collision signal. The heater ECU performs the deenergization control when a non-reception state in which the operation permission command is not received from the integrated ECU is continued for a predetermined time or more. As a result, the energization can be interrupted before an occupant is adversely affected.

A heat transfer system includes a vehicle electronic controller, a heat sink, a housing, a controller duct and a fan. The heat sink has fins and is fixed to the controller. The housing encloses the controller and the heat sink. The controller duct connects the housing with an exhaust opening in a passenger cabin in an installed condition. The fan is in fluid communication with one of the housing and the controller duct.

A vehicle heating system includes a fuel-operated heater (16) with a burner area (18), with a combustion air blower (20) for feeding combustion air to the burner area (18). A fuel pump (26) feeds fuel to the burner area (18). An actuating device (40) actuates the combustion air blower (20) and the fuel pump (26). The actuating device (40) is configured to actuate the combustion air blower (20) and the fuel pump (26) to carry out a fording operation upon receipt of a fording state information.

A vehicle includes an electric machine, a coolant circuit, a refrigerant circuit, and a controller. The electric machine is configured to charge a battery via regenerative braking. The coolant circuit has an electric heater. The refrigerant circuit has an electric compressor. The controller is programmed to, responsive to a capacity of the battery to receive power being less available regenerative braking power and ambient air temperature being less than a first threshold, direct regenerative braking power to the heater but not the compressor. The controller is further programmed to, responsive to the capacity of the battery to receive power being less available regenerative braking power and ambient air temperature exceeding a second threshold that is greater than the first threshold, direct regenerative braking power to the compressor but not the heater.

A heating, ventilation and air conditioning (HVAC) system for an electric vehicle, may include a heating line on which an electric heater and a heating pump are provided; a first heating line connected to the heating line through a main valve, provided with a heater core for indoor heating, and having cooling water flow therethrough to form a first heating channel along with the heating line; a second heating line having one end portion connected to one end portion of the heating line through the main valve and the other end portion connected to the other end portion of the heating line, and having the cooling water flow therethrough to form a second heating channel along with the heating line; and a controller configured for controlling an opening degree of the main valve to control the flow of cooling water of the first heating channel or the second heating channel.

Methods and systems are provided for adjusting a vehicle cabin heating system, based on particulate filter (PF) regeneration prediction. In one example, a method includes predicting an amount of exhaust heat that may be recovered via an exhaust heat exchanger during an upcoming PF regeneration event, and prior to the PF regeneration event, adjusting an amount of electric power supplied to an electric heater of the cabin heating system. The amount of adjustment may be based on the predicted amount of exhaust heat that may be recovered.

In a control apparatus for a vehicle and a control method for the vehicle, when a heating operation is executed, an ECU controls an operating point of an engine to a target operating point that is defined as the same operating point of the engine as at the time of normal operation when heating operation is not performed, when the engine operates in a high-load region. Moreover, when the heating operation is executed, the ECU controls the operating point of the engine to a target operating point that is defined as an operating point of the engine at which an output of the engine is larger than at the time of normal operation, when the engine operates in a low-load region or an intermediate-load region.

In general, in one aspect, embodiments disclosed herein relate to a heating control device including a transistor configured to supply electric power by switching operation to a heater that heats a coolant. The heating control device adjusts a heating amount from the heater based on a heating amount control profile. The heating amount control profile includes a decrease portion in which the heating amount decreases as the temperature of the coolant increases. The decrease portion includes a first decrease portion and a second decrease portion each having a negative slope, and the first decrease portion and the second decrease portion have the same heating amount at a target temperature. The first decrease portion includes a first region and a second region, and as negative slopes, a slope at any temperature in the second region is larger than a slope at any temperature in the first region.

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 power control device of the present invention controls the electric power of a vehicle which includes hot-wire heaters provided respectively in a plurality of areas which are obtained by dividing a front window. In particular, the power control device of the present invention switches between alternating control and entire surface control based on an external air temperature of the vehicle and a speed of the vehicle, the alternating control being for sequentially energizing each hot-wire heater provided in each of the plurality of areas, and the entire surface control being for simultaneously energizing all the hot-wire heaters provided in the plurality of areas.