vehicle

Abstract

This invention relates to and provides a vehicle in which multiple heat exchangers are mounted in the engine compartment, allowing for optimal distribution of driving air (cooling air) according to conditions. One aspect of the vehicle includes: a first heat exchanger disposed in the engine compartment for cooling the engine; a second heat exchanger disposed in the engine compartment for recovering exhaust heat from the engine; a louver component for opening and closing a grille opening located at the front of the engine compartment; a first detector for detecting feedforward parameters indicating a potential increase in load on either the first or second heat exchanger; a second detector for detecting feedback parameters indicating an increase in load on either the first or second heat exchanger; and a control device for controlling the opening and closing of the louver component, which, based on the feedforward and feedback parameters, adjusts the opening of the louver component to direct driving air through the grille opening to either the first or second heat exchanger.

Description

Technical Field

[0001] The present invention relates to a vehicle having, for example, a grille opening located in front of the engine compartment and having a grille louver that can be controlled to open and close. Background Technology

[0002] In modern society, automobiles are an indispensable means of transportation, with various vehicles moving on the road every day. These vehicles are equipped with heat exchangers, such as radiators that allow engine coolant to exchange heat with the outside air, or condensers (condensers) used for air conditioning.

[0003] To improve the efficiency of the heat exchanger, a type of grille louver (also known as an active grille louver, AGS) is known, which is provided in the grille opening and can, for example, close the driving air from the grille opening when starting in winter (see Patent Document 1).

[0004] On the other hand, in recent years, in order to recover and effectively utilize the exhaust heat of the engine, the integration of the Rankine cycle into vehicles has been discussed (Patent Document 2). Patent Document 2 discloses a method to improve the waste heat regeneration efficiency in the cycle by controlling the opening and closing of the grille louvers.

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent Application Publication No. 2015-58754

[0008] Patent Document 2: Japanese Patent Application Publication No. 2015-200194 Summary of the Invention

[0009] The problem that the invention aims to solve

[0010] Beyond the aforementioned patent documents, existing technologies also fail to meet market demands, presenting the following challenges.

[0011] For example, in the aforementioned Patent Document 1 or Patent Document 2, the heat exchange between the heat exchanger inside the engine compartment and the outside is made more efficient by releasing or closing the grille louvers.

[0012] However, for example, as shown in Patent Document 2, a heat recovery system using the Rankine cycle is also installed in the engine compartment, and multiple heat exchangers are provided in this engine compartment. In this case, it is insufficient to improve the efficiency of individual heat exchangers simply by opening and closing the grille louvers; all multiple heat exchangers installed in the engine compartment should be made highly efficient.

[0013] The present invention was created in view of the above-mentioned problems as examples, and its object is to provide a vehicle in which the optimal distribution of driving air (cooling air) can be performed as needed in a vehicle in which multiple heat exchangers are mounted in the engine compartment.

[0014] Technical solutions for solving the problem

[0015] To address the aforementioned issues, one embodiment of the present invention provides a vehicle (1) comprising: a first heat exchanger disposed in an engine compartment for cooling an engine; a second heat exchanger disposed in the engine compartment for recovering exhaust heat from the engine; a louver component for opening and closing a grille opening disposed at the front of the engine compartment; a first detector for detecting a feedforward parameter indicating a potential increase in load on the first or second heat exchanger; a second detector for detecting a feedback parameter indicating an increase in load on the first or second heat exchanger; and a control device for controlling the opening and closing of the louver component, wherein the control device adjusts the opening degree of the louver component based on the feedforward parameter and the feedback parameter to direct the driving airflow through the grille opening to either the first or second heat exchanger.

[0016] Furthermore, in the vehicle described in (1) above, it is preferred that (2) the feedforward parameters include at least one of the ambient temperature around the vehicle, atmospheric pressure, the output power of the engine, and the rotational speed of the engine.

[0017] In addition, in the vehicle described in (2) above, it is preferred that the feedforward parameters in (3) also include at least one of the air-fuel ratio of the engine and the slope information of the road surface on which the vehicle travels.

[0018] In addition, in any one of the vehicles described in (1) to (3) above, it is preferred that the feedback system parameters (4) include at least one of the engine cooling water temperature, the vapor pressure on the high-pressure side of the working fluid used for heat recovery, the vapor temperature on the high-pressure side, the liquid temperature on the low-pressure side of the working fluid, and the flow rate of the working fluid.

[0019] In addition, in any one of the vehicles described in (1) to (4) above, preferably, the feedforward parameter (5) includes the outside air temperature, and the feedback parameter includes the engine coolant temperature, wherein when both the outside air temperature and the coolant temperature are within a specified range, the control device adjusts the opening of the louver component to cut off the driving air from the grille opening toward the first heat exchanger, while guiding it to the second heat exchanger.

[0020] Invention Effects

[0021] According to the present invention, optimal airflow distribution can be achieved for multiple heat exchangers in the engine compartment. Attached Figure Description

[0022] Figure 1 This is a schematic diagram showing a partial representation of the vehicle in the implementation method.

[0023] Figure 2 This is a schematic diagram showing the configuration of multiple heat exchangers and louver components (AGS) mounted on the vehicle in the embodiment.

[0024] Figure 3 This is a schematic diagram illustrating the state transition of the louver component (AGS) mounted on the vehicle in the embodiment.

[0025] Figure 4 This is a flowchart illustrating the opening control method of the AGS (Automatic Guided Door) blind component.

[0026] Figure 5 This is a schematic diagram showing the configuration of the louver component (AGS) in Modified Example 1.

[0027] Figures 6(a)-(d) are schematic diagrams showing the state transition of the louver component (AGS) in Modified Example 2.

[0028] Figures 7(a)-(d') are schematic diagrams showing the state transition of the louver component (AGS) in Modified Example 3. Detailed Implementation

[0029] Next, preferred embodiments for carrying out the present invention will be described. Furthermore, in this specification and accompanying drawings, constituent elements having substantially the same functional structure are labeled with the same symbols, thereby omitting redundant descriptions. Additionally, in this specification and accompanying drawings, multiple constituent elements having substantially the same functional structure are sometimes distinguished by using different letters after the same symbol. However, when it is not necessary to specifically distinguish each of the multiple constituent elements having substantially the same functional structure, sometimes only the same symbol is used. Furthermore, regarding structures other than those detailed below, elements or structures related to known fuel cell systems including the aforementioned patent documents may be appropriately added.

[0030] <Vehicle 100>

[0031] First, refer to Figures 1-3 The structure of vehicle 100 will be explained below. The vehicle height direction is defined as the Z direction, the vehicle length direction as the X direction, and the vehicle width direction, which is orthogonal to these X and Z directions, as the Y direction.

[0032] The vehicle 100 of this embodiment can direct driving air into multiple heat exchangers through a grille opening (upper grille opening 91 in this example), and is configured to include a first heat exchanger 10, a second heat exchanger 20, a third heat exchanger 30, a first louver component 40, a first detector DT1, a second detector DT2, and a control device 50. Furthermore, for structures other than those detailed below, known vehicle structures such as those described in Patent Document 2 can also be applied.

[0033] The first heat exchanger 10 is disposed in the engine compartment ER described above and is used for air conditioning control inside the vehicle. More specifically, the first heat exchanger 10 in this embodiment may be an example of a condenser (hereinafter also referred to as the first condenser) of an air conditioner installed in the vehicle 100.

[0034] The second heat exchanger 20 is disposed in the engine compartment ER described above for the recovery and utilization of exhaust heat from the engine EN. More specifically, the second heat exchanger 20 of this embodiment may be an example of a condenser of a Rankine cycle for exhaust heat recovery (hereinafter also referred to as the second condenser).

[0035] The third heat exchanger 30 is disposed in the engine compartment ER for cooling the engine EN. More specifically, the third heat exchanger 30 of this embodiment may be an example of a cooling water radiator that allows cooling water flowing through the engine EN to exchange heat with the outside air.

[0036] Figure 2 The diagram illustrates the configuration of the first heat exchanger 10 to the third heat exchanger 30 within the engine compartment ER. Furthermore, the configuration shown below is merely one example; other configurations may be employed without departing from the spirit of the invention.

[0037] As shown in the figure, in the three heat exchangers described above, the first heat exchanger 10 and the second heat exchanger 20 of this embodiment are arranged opposite each other at the front. In other words, the first heat exchanger 10 of this embodiment is arranged in front of the third heat exchanger 30.

[0038] The second heat exchanger 20 is disposed at the front along with the first heat exchanger 10, and is disposed below the first heat exchanger 10 in the vehicle height direction. In other words, the second heat exchanger 20 is disposed below the first heat exchanger 10 and the third heat exchanger 30 in the vehicle height direction.

[0039] Of the three heat exchangers mentioned above, the third heat exchanger 30 is positioned at the rear. In this embodiment, the third heat exchanger 30 is disposed between the first heat exchanger 10 and the engine EN.

[0040] Moreover, according to Figure 2It can also be understood that an upper grille opening 91, serving as a grille opening, is provided in front of the first heat exchanger 10 and the third heat exchanger 30 and above the anti-collision beam 92. Moreover, in this embodiment, a first louver component 40 (also called an active grille louver, AGS) that can be opened and closed is provided in the upper grille opening 91.

[0041] The first louver component 40 functions as a louver component in this embodiment, and has the function of opening and closing the upper grille opening 91 provided at the front of the engine compartment ER. The opening degree of the first louver component 40 can be adjusted under the control of the control device 50 described later. Furthermore, the specific structure of the louver component is not particularly limited as long as it can perform the above-described functions of this embodiment, and known louver structures including those in the aforementioned patent documents can be used.

[0042] The first detector DT1 has the function of detecting feedforward parameters (also called FF parameters) that indicate a potential increase in load for at least one of the first heat exchangers 10 to the third heat exchangers 30. Examples of such FF parameters include, for example, the ambient temperature and atmospheric pressure around the vehicle 100, or the output power and speed of the engine EN.

[0043] Furthermore, as the aforementioned FF series parameters, it is preferable to also include at least one of the air-fuel ratio of the engine EN and the slope information of the road surface on which the vehicle 100 is traveling. This parameter can also be detected by a known detection sensor mounted on the vehicle 100, and the road slope information can also be obtained by referring to map information from a navigation system.

[0044] In the AGS opening adjustment described later, at least one of these FF series parameters can be used. Furthermore, as a specific structure for this first detector DT1, various known sensors capable of detecting the aforementioned parameters can be applied.

[0045] The second detector DT2 has the function of detecting feedback system parameters (FB system parameters) that represent the load increase of at least one of the first heat exchanger 10 to the third heat exchanger 30 described above.

[0046] Examples of such FB parameters include, for example, the coolant temperature of the engine EN, the vapor pressure on the high-pressure side of the working fluid used for heat recovery in the aforementioned Rankine cycle, the vapor temperature on the high-pressure side, the liquid temperature on the low-pressure side of the working fluid, or the flow rate of the working fluid. These FB parameters can also be obtained from various known on-board sensors mounted on the vehicle 100.

[0047] The control device 50 has the function of controlling the opening and closing of the first louver component 40. More specifically, the control device 50 of this embodiment performs the following operation based on the FF series parameters detected by the first detector DT1 and the FB series parameters detected by the second detector DT2: adjusting the opening degree of the first louver component 40 to direct the driving air through the grille opening to any heat exchanger (for example, either the first heat exchanger 10 or the second heat exchanger 20).

[0048] [AGS Opening Mode]

[0049] Next, refer to Figure 3 The opening mode of the first louver component 40 in this embodiment will be described. As described above, under the control of the control device 50, the first louver component 40 in this embodiment can adjust which of the multiple heat exchangers that direct the driving airflow into the engine compartment ER is being adjusted.

[0050] More specifically, as can be clearly seen from the same figure: the first louver component 40 can realize at least three opening modes: mode α, mode β, and mode γ (the opening degree of the first louver component 40 is greater than 100°).

[0051] First, mode α is a so-called closed state, in which the upper grille opening 91 is closed by the first louver component 40. In the open mode of mode α, the intrusion of driving wind from the upper grille opening 91 into the engine compartment ER is suppressed. As a result, the heat source (engine EN) at low temperatures, such as during startup, can be warmed up in advance.

[0052] Mode β is the state of the first air guiding method described later, and is the state in which the upper grille opening 91 is opened through the first louver component 40 and the driving air is directly guided to the first heat exchanger 10 or the third heat exchanger 30.

[0053] In other words, in the opening mode of mode β, although the driving air enters the engine compartment ER through the upper grille opening 91, it does not directly enter the second heat exchanger 20, thus suppressing the possibility of the second heat exchanger 20 being overcooled by the driving air. As a result, the first heat exchanger 10 or the third heat exchanger 30 can be cooled preferentially, suppressing overheating of the vehicle.

[0054] Mode γ is the state of the second air guiding method described later, and is the state in which the driving air is directly guided to the second heat exchanger 20 by opening the upper grille opening 91 through the first louver component 40.

[0055] In other words, in the opening mode of this mode γ, although the driving air enters the engine compartment ER through the upper grille opening 91, it does not directly enter the first heat exchanger 10 and the third heat exchanger 30, thus suppressing the possibility of overcooling these heat exchangers by the driving air. As a result, the driving air directed towards the first heat exchanger 10, etc., is also directed to the second heat exchanger 20 (in this example, the Rankine condenser), which can ensure both the heat source temperature and the condensation capacity.

[0056] Furthermore, under the control of the control device 50, the first louver component 40 of this embodiment can also have an opening mode of mode N (not shown) as shown below. That is, mode N is the so-called normal ventilation mode, which corresponds to the state in which the upper grille opening 91 is opened by the first louver component 40, so that the driving air is directed unbiasedly to all heat exchangers of the first heat exchanger 10 to the third heat exchanger 30.

[0057] The opening mode of this mode N can be set through simulation or experimentation based on the component layout, such as the shape of the engine compartment ER or the engine EN. Therefore, since the second heat exchanger 20 can be cooled while simultaneously cooling the first heat exchanger 10 or the third heat exchanger 30, overheating can be prevented, and condensation capacity can be enhanced.

[0058] [AGS Opening Mode Selection Based on FF and FB Parameters]

[0059] Next, the selection method of the opening mode of the AGS (the first louver component 40 or the second louver component 41 in this specification) based on the FF system parameters and FB system parameters will be explained.

[0060] That is, the control device 50 of this embodiment has the function of adjusting the opening degree of the first louver component 40 based on at least one of the FF series parameters and at least one of the FB series parameters described above.

[0061] As an example, the control device 50 uses the ambient temperature as the aforementioned FF series parameter and the engine EN coolant temperature as the FB series parameter. When the aforementioned ambient temperature and coolant temperature are within the specified range (the ambient temperature is medium temperature and the coolant temperature is medium temperature), the opening of the first louver component 40 can also be adjusted to cut off the driving air from the aforementioned upper grille opening toward the aforementioned first heat exchanger and guide it to the aforementioned second heat exchanger.

[0062] Furthermore, while the above combination is exemplified in this embodiment, the optimal opening mode can also be set through experiments or simulations based on other combinations of FF and FB parameters. As an example, Table 1 shows examples of opening mode selection based on combinations of FF and FB parameters.

[0063] [Table 1]

[0064]

[0065] Therefore, in this embodiment, based on the future load increase factor (FF system parameter) of at least one of the first heat exchangers 10 to the third heat exchangers 30 and the actual load increase factor (FB system parameter) of at least one of these heat exchangers, the optimal driving air distribution based on AGS can be performed on multiple heat exchangers in the engine compartment ER.

[0066] <Method for controlling the opening degree of the first louver component 40 (AGS)>

[0067] Next, refer to Figure 4 The method for controlling the opening degree of the first veil component 40, executed by the control device 50 of this embodiment, will be described. Furthermore, in the following description, an example of selecting the opening degree mode of the first veil component 40 using both FF-type parameters and FB-type parameters will be described. However, the present invention is not limited to the above, and the opening degree mode of the first veil component 40 may also be selected using, for example, at least one of the FF-type parameters and FB-type parameters.

[0068] First, when starting the engine by connecting the ACC power supply, the opening degree of the first louver component 40 (AGS) is detected in step 1. At this time, step 1 can be omitted as long as the default state, such as mode α, is set when the engine is off.

[0069] Next, in step 2, the above-mentioned FF series parameters are obtained via the first detector DT1 (step 2-A), and the above-mentioned FB series parameters are obtained via the second detector DT2.

[0070] Furthermore, in the next step 3, the control device 50 determines whether cooling of the second heat exchanger 20 (a condenser for a Rankine cycle in this embodiment) is required. If cooling of the second heat exchanger 20 is not required in step 3, the process proceeds to step 4-A; otherwise, if cooling of the second heat exchanger 20 is required, the process proceeds to step 4-B.

[0071] In step 4-A, it is further determined whether cooling of the first heat exchanger 10 is required. At this time, in step 4-A, it is possible to further determine whether cooling of the third heat exchanger 30 is required, instead of determining whether cooling of the first heat exchanger 10 is required.

[0072] Furthermore, if it is determined in step 4-A that cooling of the first heat exchanger 10 (and / or the third heat exchanger 30) is not required, then cooling of the heat exchangers is not required. Therefore, the process proceeds to step 5-A and the opening mode of the first louver component 40 (AGS) is controlled to mode α (closed mode).

[0073] On the other hand, when it is determined in step 4-A that cooling of the first heat exchanger 10 (and / or the third heat exchanger 30) is required, step 5-B is entered and the opening mode of the first louver component 40 (AGS) is controlled to mode β (first air guiding mode) so as to preferentially guide the driving air to the first heat exchanger 10 (and / or the third heat exchanger 30).

[0074] Conversely, in step 4-B, the same determination as in step 4-A is made as to whether cooling of the first heat exchanger 10 is required. At this time, in step 4-B, it can be further determined whether cooling of the third heat exchanger 30 is required, and the determination of whether cooling of the third heat exchanger 30 is required can be made instead of cooling of the first heat exchanger 10.

[0075] Furthermore, if it is determined in step 4-B that cooling of the first heat exchanger 10 (and / or the third heat exchanger 30) is not required, it is determined that priority cooling of the second heat exchanger 20 is required, and the process proceeds to step 5-C and the opening mode of the first louver component 40 (AGS) is controlled to mode γ (second air guiding mode).

[0076] On the other hand, when it is determined in step 4-B that cooling of the first heat exchanger 10 (and / or the third heat exchanger 30) is required, step 5-D is entered and the opening mode of the first louver component 40 (AGS) is controlled to mode N (normal ventilation mode) so that all the driving air is directed to the first heat exchanger 10 and the second heat exchanger 20 (or the third heat exchanger 30 if necessary).

[0077] Furthermore, in step 6, it is determined whether, for example, the destination has been reached and whether the ACC power supply of the vehicle 100 is turned off. If the vehicle 100 is still in motion (if not in step 6), the process returns to step 1 and continues as described above. On the other hand, if the ACC power supply is off, the opening control of the first louver component 40 (AGS) of this embodiment ends.

[0078] According to the vehicle equipped with the AGS of this embodiment described above, by adjusting the opening of the first louver component 40 (AGS) based on the values ​​of the FF series parameters and / or FB series parameters, the driving air distribution to multiple heat exchangers in the engine compartment ER can be optimally distributed.

[0079] The above-described embodiments are merely preferred examples of the present invention. Without departing from the spirit of the present invention, the elements of the embodiments can be appropriately combined to achieve new structures or controls. Modifications applicable to these embodiments will now be described.

[0080] <Variation Example 1>

[0081] Figure 5 The diagram shows the configuration of the louver component (AGS) in a preferred modification of this embodiment. In the above embodiment, an upper grille opening 91 is provided as a grille opening and its opening and closing are controlled by the first louver component 40. However, in this modification of the vehicle 110, a lower grille opening 93 and a second louver component 41 are also provided. Therefore, structures having the same functions as in the embodiment will be labeled with the same numbers below, and their descriptions will be appropriately omitted.

[0082] That is, as shown in the figure, in the case of vehicle 110 of Modified Example 1, an upper grille opening 91 and a lower grille opening 93 are formed above and below the anti-collision beam 92, respectively. As a result, driving air can flow into the engine compartment ER not only from the upper grille opening 91, but also from the lower grille opening 93.

[0083] The structure of the second louver component 41 is the same as that of the first louver component 40 described above, but the opening degree of the second louver component 41 can also be set independently of the first louver component 40. In other words, under the control of the control device 50, the second louver component 41 can cooperate with the first louver component 40 to achieve a closing mode that closes the lower grille opening 93, a first air guiding mode that directs the driving air to the first heat exchanger 10, and a second air guiding mode that directs the driving air to the second heat exchanger 20, etc. At this time, similar to the above embodiment, the control device 50 can set the opening mode of the louver component based on the values ​​of the above-mentioned FF system parameters and FB system parameters.

[0084] Figures 6(a)-(d) show an example of the air guiding method that the louver components (first louver component 40 and second louver component 41) of this modified example 1 can take.

[0085] That is, Figure 6(a) shows the above-mentioned blocking method, in which the louver component suppresses the flow of driving air into the engine compartment ER by blocking each grille opening. In addition, Figure 6(b) shows the above-mentioned first air guiding method, in which the louver component can directly guide the driving air flowing in from each grille opening to the first heat exchanger 10 (and / or the third heat exchanger 30).

[0086] Additionally, Figure 6(c) illustrates the typical ventilation method shown in the above embodiment, where the louver components allow all the airflow entering from each grille opening to flow into both the first heat exchanger 10 (and / or the third heat exchanger 30) and the second heat exchanger 20.

[0087] In addition, Figure 6(d) shows the second air guiding method described above, in which the louver component can directly guide the driving air flowing in from each grille opening to the second heat exchanger 20.

[0088] Thus, the louver component of Modified Example 1 includes multiple louver components (first louver component 40 and second louver component 41) that can be independently adjusted in opening. The control device 50 can guide the airflow to each heat exchanger more efficiently by controlling these louver components.

[0089] <Variation Example 2>

[0090] Figures 7(a)-(d') show the configuration of the louver component (AGS) in the preferred modification 2 of this embodiment. In the modification 1 described above, the first louver component 40 and the second louver component 41 cooperate to direct the airflow to each heat exchanger. In contrast, in this modification 2, the main feature of the first louver component 40 and the second louver component 41 is that each is provided with a dedicated heat exchanger for cooling.

[0091] That is, as shown in the figure, in the vehicle 120 of Modification 2, the first heat exchanger 10 (and / or the third heat exchanger 30) is a structure that guides the driving air through the first louver component 40, and the second heat exchanger 20 is a structure that guides the driving air through the second louver component 41. That is, as shown in Figure 7(b'), when the louver component adopts the first air guiding method, in this Modification 2, the second louver component 41 is in a state of closing the lower grille opening 93.

[0092] Furthermore, as shown in Figure 7(d'), when the louver component adopts the second air guiding method, the first louver component 40 in this modified example 2 is in a state of closing the upper grille opening 91. Thus, in this invention, it is preferable that the first louver component 40 and the second louver component 41 cooperate to guide the driving air into the engine compartment ER, but it is not limited to this method, nor is it necessary to cooperate in guiding the driving air as in this modified example 2.

[0093] In addition to the effects of the above-described embodiments, the modified example 1 or modified example 2 described above can also guide the driving air more efficiently into the engine compartment ER from multiple openings located at the front of the vehicle.

[0094] Symbol Explanation

[0095] 10 First heat exchanger

[0096] 20 Second heat exchanger

[0097] 30 Third heat exchanger

[0098] 40. Venetian blind assembly (first venetian blind assembly)

[0099] 41. Venetian blind assembly (second Venetian blind assembly)

[0100] 50 Control devices

[0101] Vehicles numbered 100, 110, and 120.

Claims

1. A vehicle comprising: a first heat exchanger disposed in an engine room for cooling of an engine; a second heat exchanger disposed in the engine room for exhaust heat recovery of the engine; a louvre member that opens and closes a grille opening provided at a front portion of the engine room; a first detector that detects a feedforward system parameter indicative of a precursor to a load increase of the first heat exchanger or the second heat exchanger; a second detector that detects a feedback system parameter indicative of a load increase of the first heat exchanger or the second heat exchanger; and a control device that controls opening and closing of the louvre member, wherein the control device adjusts an opening degree of the louvre member to direct traveling air from the grille opening toward the second heat exchanger while cutting off the traveling air from the grille opening toward the first heat exchanger based on the feedforward system parameter and the feedback system parameter.

2. The vehicle according to claim 1, wherein the feedforward system parameter includes at least one of an ambient air temperature around the vehicle, an atmospheric pressure, an output power of the engine, and a rotational speed of the engine.

3. The vehicle according to claim 2, wherein the feedforward system parameter further includes at least one of an air-fuel ratio of the engine and slope information of a road surface on which the vehicle travels.

4. The vehicle according to any one of claims 1 to 3, wherein the feedback system parameter includes at least one of a cooling water temperature of the engine, a vapor pressure of a high-pressure side of a working fluid for the exhaust heat recovery, a vapor temperature of the high-pressure side, a liquid temperature of a low-pressure side of the working fluid, and a flow rate of the working fluid.

5. The vehicle according to any one of claims 1 to 3, wherein the feedforward system parameter includes an ambient air temperature around the vehicle, the feedback system parameter includes a cooling water temperature of the engine, the control device adjusts the opening degree of the louvre member to direct the traveling air from the grille opening toward the second heat exchanger while cutting off the traveling air from the grille opening toward the first heat exchanger when both the ambient air temperature and the cooling water temperature are within a prescribed range.

6. The vehicle according to claim 4, wherein the feedforward system parameter includes an ambient air temperature around the vehicle, the feedback system parameter includes a cooling water temperature of the engine, the control device adjusts the opening degree of the louvre member to direct the traveling air from the grille opening toward the second heat exchanger while cutting off the traveling air from the grille opening toward the first heat exchanger when both the ambient air temperature and the cooling water temperature are within a prescribed range. ​

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