Method for determining a setpoint heat transfer rate

Abstract

A method for determining a setpoint heat transfer rate. The method comprises receiving a cabin temperature and an input of a human-machine interface and / or an autonomous climate system, detennining a current heat loss of an occupant based on the cabin temperature, detennining a desired heat loss of the occupant based on the input, and detennining the total setpoint heat transfer rate based on the current and desired heat losses.

Description

METHOD FOR DETERMINING A SETPOINT HEAT TRANSFER RATECROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The present application claims priority to U.S. Provisional Application No. 63 / 548,000 filed November 10, 2023, and incorporated herein by reference in its entirety for all purposes.FIELD

[0002] The present teachings relate to a method for detennining a setpoint heat transfer rate to be effectuated by one or more thermal effectors.BACKGROUND

[0003] Some climatized vehicle systems operate under a set of discrete predetermined setpoints, which are selected by occupants with the actuation of buttons, dials, and the like. Drawbacks to these systems include the inability to regulate temperature between the setpoints and the distraction that comes with an occupant changing the temperature setpoint during operation of the vehicle in order to achieve and / or maintain a desired feeling of comfort.

[0004] Some climatized vehicle systems employ sensors that monitor many different parameters that influence thermal comfort of occupants (e.g., thermal effector temperature, cabin temperature, humidity, and the like) and these systems operate between setpoints based on a correlation (e.g., via lookup tables) between the setpoint and the various parameters. Drawbacks to these systems include the large degree of calibration effort to account for different possible scenarios (e.g., seasons, geographical climates, weather conditions, and the like), the need to tailor the calibration efforts to different vehicle builds (i.e., make, model, model year, and even possibly trim level), and the limitations in accounting for all possible scenarios based on costs and time for development and calibrations of these systems.

[0005] Some climatized vehicle systems calibrate thermal effectors to specific cabin air temperatures. However, cabin air temperature does not accurately characterize the temperature felt at surfaces or in airstreams and is subject to constant fluctuations.

[0006] While a sensor on or proximate to a surface or airstream may detect the temperature felt at that surface or within the airstream, several challenges are realized. Repeatable accuracy and precision in the location of these sensors may be needed for thermal effector operation to cooperate with the system’s calibration. However, consistent location of these sensors may be difficult in the manufacturing process. Furthermore, the automotive industry is concerned with cost reduction, so additional sensors with their attendant costs are typically not a favorable solution. Sensors provided in or on compressible layers, suchas a spacer layer in a scat, may be felt by occupants, negatively impacting comfort. Moreover, compressible layers expose sensors to repeated wear, which can diminish the integrity of the sensor over time.

[0007] Some climatized vehicle systems utilize heat transfer rate calculations, in cooperation with automotive industry trends in defining comfort models with heat transfer rate guidelines. Typically, in estimating surface and / or airstream temperatures based on heat transfer rates, a comprehensive thermal model is considered in the estimation. For example, heat transfer rates underneath a surface (e.g., related to thermal effector operation); heat transfer rates above the surface (e.g., related to an occupant, cabin air, and solar radiation); heat transfer rates through air conduits; and the like. In this regard, the thermal model and calibration of the system can be complex. In some circumstances, calibration efforts should be specific to test conditions (e.g., ambient air temperature, UV index, adjustable air vent direction, window regulator position, seat position, and changing HVAC controls by an occupant), which can complicate the development of universal calibrations for a variety of possible conditions. In some circumstances, not all thermal factors can be accounted for due to the lack of sensing capabilities within some vehicle builds that would otherwise contribute to a comprehensive thennal model.

[0008] In these systems, where multiple conditioning zones are present (e.g., neck, back, and seat, or even possibly zones bifurcated or otherwise partitioned in a single body region), it is difficult for occupants to independently control each zone, since the comprehensive thermal model balances heat transfer rates throughout the thermal model to maintain equilibrium on the whole body. For example, the operation or even non-operation of one thermal effector can be supplemented or compensated for by another thermal effector. One concern over this manner of operation is thermal effectors exceeding comfort and / or pain thresholds in a given zone while operating to supplement or compensate for other thermal effectors.

[0009] In these systems, there can also be a limited operating mode (i.e., heating, cooling, or standby modes) capability, as typically all thermal effectors in the comprehensive thermal model operate under the same operating mode at any given time. Typically, these systems operate thermal effectors collectively (e.g., via a single control scheme set forth by a single controller) rather than individually. Thus, customization of heating and cooling zones is limited.

[0010] In prior systems, a variety of inputs from the OEM HVAC system (e.g., blower RPM, HVAC mode, GPS location, sun load, and the like) are typically required. In this regard, constructing the control algorithms can be challenging because OEMs are reluctant to provide access to this information because doing so could reveal OEM HVAC control algorithms. Tirus, adoption of these systems is limited and commercially slow.

[0011] There is a need for a method and system that operate thermal effectors based on the heat transfer rates only within tire zones upon which each thermal effector influences.

[0012] There is a need for a method and system that operate thermal effectors individually and individually condition different body zones.

[0013] There is a need for a method and system that can provide for individually calibrated thermal effectors.

[0014] There is a need for a method and system that employs individual controllers executing separate control loops for each thermal effector.

[0015] There is a need for a method and system that operates according to heat transfer rates in order to cooperate with the format of OEM guidelines.

[0016] There is a need for a method and system that avoids thermal effectors compensating for overperformance and / or underperformance of other thermal effectors. In other words, thermal effectors that can be operated independently (e.g., independent of the effects of one another in the thermal system of the occupant and / or seat).

[0017] There is a need for a method and system that uses readily available inputs from original equipment manufacturer (“OEM") HVAC systems.SUMMARY

[0018] The present teachings provide for a method which may address at least some of the challenges discussed above. By the method, a setpoint heat transfer rate may be determined. The method may comprise receiving a cabin temperature and an input of a human-machine interface and / or an autonomous climate system. The cabin temperature may be obtained from a sensor local to the vehicle.

[0019] The method may comprise determining a current heat loss of an occupant based on a model and / or algorithm of one or more heat loss factors as a function of the cabin temperature.

[0020] The method may comprise determining a desired heat loss of the occupant based on the model and / or algorithm of the one or more heat loss factors as a function of a target temperature determined from the input of the human-machine interface and / or the autonomous climate system.

[0021] The method may comprise determining the total setpoint heat transfer rate based on a difference of the desired heat loss and the current heat loss, the setpoint heat transfer rate being effectuated by the one or more thermal effectors to resolve the difference between the desired heat loss and the current heat loss.

[0022] The model and / or algorithm may be based on predicted mean vote (“PMV”) as set forth in ASHRAE-55.

[0023] The one or more heat loss factors may include an estimated metabolic rate, an estimated clothing resistance, an estimated mean radiant temperature, a relative air velocity, a relative humidity, or any combination thereof.

[0024] The estimated metabolic rate may be based on occupant polling, one or more sensor inputs, or both. The estimated clothing resistance may be based on occupant polling, one or more sensor inputs, or both. The estimated mean radiant temperature may be based on a sun load sensor local to the vehicle. The relative air velocity may be based on signal feedback from one or more blowers and / or controllers operating the one or more blowers. The relative humidity may be based on a humidity sensor local to the vehicle.

[0025] Tire current heat loss and the desired heat loss may be of a whole body of the occupant. Tire whole body may include only one or more body segments thermally influenced by the one or more thermal effectors.

[0026] The one or more segments may include a neck zone, a back zone, a seat zone, a leg zone, an arm zone, a hand zone, one or more radiative zones, or any combination thereof.

[0027] The method may further comprises apportioning the total setpoint heat transfer rate among the one or more thermal effectors based on respective surface areas of a body of the occupant that are thermally influenced by each of the one or more thermal effectors, the apportioning producing individual heat transfer rates for each of the one or more thermal effectors.

[0028] The apportioning may be further based upon a body portion sensitivity factor unique to one or more portions of the body of the occupant that are respectively thermally influenced by each of the one or more thermal effectors.

[0029] Tire method may further comprise tracking occupant adjustments of the target temperature and determining an adjustment factor based on the occupant adjustments.

[0030] The adjustment factor may be proportional to the occupant adjustments.

[0031] The adjustment factor may be based on an average, minimum, or maximum of the occupant adjustments.

[0032] The adjustment factor may be applied after multiple of the occupant adjustments on a temperature scale. The adjustment factor may be applied after multiple of the occupant adjustments in a common direction (e.g.. up or down) on a temperature scale.

[0033] The method may further comprise determining one or more weighted factors for one or all of the one or more thermal effectors. Tire one or more weighted factors may influence the apportioning of the total setpoint heat transfer rate among the one or more thermal effectors.

[0034] A first weighted factor may be based on an occupant preference for thermal conditioning of the one or more segments of the body. A second weighted factor may be based on a material layup of a seat in which the one or more thermal effectors are located.

[0035] The present teachings provide for a system which may address at least some of the challenges discussed above. By the system, the method described above may be performed.

[0036] The system may comprise one or more of the following: a vehicle scat comprising one or more segments, one or more thennal effectors located within each of the one or more segments, at least one dedicated climate controller in signal communication with the one or more thermal effectors and for controlling the operation of the one or more thermal effectors, a body control module in signal communication with the at least one dedicated climate controller and providing inputs employed by the at least one dedicated climate controller for ultimately controlling the operation of the one or more thermal effectors.

[0037] The one or more thermal effectors, the at least one dedicated climate controller, and the body control module may signally communicate via a vehicle bus.

[0038] The one or more segments may include a neck zone, a back zone, a seat zone, a leg zone, a floor zone, an arm zone, a hand zone, one or more radiative zones, or any combination thereof.

[0039] Tire at least one dedicated climate controller may control the operation of multiple of the one or more thermal effectors.

[0040] Each of the at least one dedicated climate controller may control the operation of one of the one or more thermal effectors.

[0041] The one or more thermal effectors may be controlled independently from one another.BRIEF DESCRIPTIONS OF THE DRAWINGS

[0042] FIG. 1 is a combined flowchart of the method and schematic of the system of the present teachings.DETAILED DESCRIPTION

[0010] The present disclosure provides for a method and system for control of one or more thermal effectors. The thermal effectors may thermally influence (e.g., heat and / or cool) one or more surfaces and / or airstreams. The one or more surfaces and / or airstreams may thermally communicate with one or more occupants. The one or more surfaces and / or airstreams may provide thennal comfort to one or more occupants.

[0011] The surface may be any surface of a vehicle component. The surface may be located within the cabin of the vehicle. The surface may be on a trim layer. That is, the exposed, visible surfaces of the vehicle typically contacted by occupants (e.g., leather, fabric, vinyl, or the like).

[0012] Tire temperature of the surface may be regulated by one or more thennal effectors (“effectors”). The thennal effectors may include conductive devices. Tire conductive devices may generate heat that is ultimately conducted to a surface contacted by occupants. The conductive devices may absorb heat from its surroundings that ultimately absorb heat from a surface contacted by occupants. A non-limiting exampleof a conductive device is described in U.S. Patent No. 9,657,963 B2, incorporated herein by reference for all purposes.

[0013] Radiative devices, as discussed herein, may employ the same or similar devices (e.g., resistive heaters) as conductive devices, although the function may differ. Radiative devices may heat surfaces to the effect that heat radiates from the surface, toward the occupant. In this regard, radiative devices may operate at a higher power to provide for enough heat to radiate from a surface. Radiative devices may not operate while occupants contact the surface or part of their body comes within a predetermined distance from the surface. Surfaces subject to radiative heating may comprise sensing means to detennine if an occupant contacts the surface (e.g., capacitive sensors). Thus, as a safety measure, power may be shut off to radiative devices if occupants contact or enter a pre-determined proximity to the surface.

[0014] The airstream may be expelled at an outlet. Prior to reaching the outlet, the airstream may travel through one or more conduits and / or exchange heat with the one or more conduits. One or more heat exchangers and / or thcnnal effectors may be disposed in or on the one or more conduits. Tire airstream mayexchange heat with the one or more thermal effectors and / or heat exchangers. The airstream may be expelled, from a vehicle component, into the cabin of a vehicle.

[0015] The heat exchangers may function to thermally communicate with an air stream. The heat exchangers may be fabricated from a thermally conductive material (e.g., aluminum, copper, or the like). The heat exchanger may be adapted with a surface area over which an air stream travels. In this regard, the heat exchanger may include a plurality of fins or corrugations, although any other suitable shape is contemplated by the present teachings. Non-limiting examples of suitable heat exchangers are described in U.S. Patent Nos. 7,178,344 B2 and 8,143.554 B2. incorporated herein by reference for all purposes.

[0016] The temperature of the airstream may be regulated by one or more thermal effectors ('‘effectors”). The thermal effectors may include convective devices. The convective effectors may heat and / or cool one or more air streams that are delivered to occupants. Non-limiting examples of convective devices are described in U.S. Publication Nos. 2017 / 0129375 Al, 2017 / 0182861 Al, and 2021 / 0276463 Al; and U.S. Patent Nos. 9.103,573 B2, 9,333.888 B2. 9,555,686 B2, and 10.266,031 B2; all incorporated herein by reference for all purposes.

[0017] Heating and / or cooling may be achieved by the operation of one or more resistance elements, thermoelectric devices, or both. A non-limiting example of a resistance element is described in U.S. Patent No. 9,657,963 B2, incorporated herein by reference for all purposes. A non-limiting example of a thermoelectric device is described in U.S. Patent No. 9,857,107 B2, incorporated herein by reference for all purposes.

[0018] The vehicle component may include, but is not limited to, a steering wheel, a gear shifter, a scat, a headrest, a door panel, an instrument panel, a center console, a floor, a headline, a leg panel, or any combination thereof.

[0019] The thermal effectors may be controlled to provide heating and / or cooling that corresponds with an operating mode and / or a setpoint temperature. The operating mode and / or setpoint temperature may be at least partially determined by an occupant’s actuation of one or more knobs, buttons, dials, toggles, switches, the like, or any combination thereof. The operating mode and / or setpoint temperature may be determined by an autonomous climate system.

[0020] The autonomous climate system may employ one or more sensor inputs, operating parameters, operating ranges, algorithms, and the like to control various HVAC settings based on the HMI input. The autonomous climate system may perform said adjustments without human interaction; with the exception of an initial HMI input. For example, adjustments to blower speed, vent selection, air mixing, and the like may be performed to maintain a temperature selected by an occupant while controlling for humidity, noise, and the like. Typically, autonomous climate systems operate with a controller (e.g., a body control module) in signal communication with the human-machine interface.

[0021] The present disclosure provides for a method that may rely on the inputs from the existing sensors that measure the temperature of thermal effectors, sensors that detect the presence of occupants, any other existing sensors in tire vehicle, or any combination thereof. The temperature sensor may include a negative temperature coefficient (NTC) resistor, a resistance temperature detector (RTD), a thermocouple, a semiconductor-type sensor, or any combination thereof. Thus, the method of the present disclosure may not require temperature sensors to be located on or proximate to a surface being thermally regulated or to an outlet from which an airstream is expelled. Non-limiting examples of occupancy sensors are described in U.S. Patent Nos. 7,205,902 B2 and 9,266,454 B2, incorporated herein by reference for all purposes.

[0022] Estimation, as referred to herein, may mean the calculation of a parameter understanding that the result of such calculation may not exactly correspond with the actual value (e.g., the temperature of a surface or airstream). Thus, the result of such calculation may be an estimate of tire actual value. Tire system and method of the present disclosure may provide an estimate that deviates about 10% or less, more preferably 5% or less, or even more preferably 1% or less from the actual value.

[0023] Any calculation, determination, estimation, storage, transmission, and / or obtaining step recited herein may be perfomied by one or more controllers described herein. The foregoing may be performed by one controller or distributed between a plurality of controllers. Any non-transient values (e.g., predetermined values) or inputs may be stored locally on and / or remote from the controllers. Any inputs that are calculated, detennined, or estimated from prior program cycles may be stored locally on and / or remote from the controllers. Any inputs from one or more prior program cycles may be stored temporarily on and / orremote from the controllers. Any calculated, determined, or estimated inputs from one or more prior program cycles may be replaced or updated by calculated, detennined, or estimated inputs from a current program cycle. The foregoing is applicable to all embodiments.

[0024] Any communication or transmission between different controllers, sensors, and / or other devices described herein may be via a local interconnect network (LIN) bus, controller area network (CAN) bus, or both. Communications or transmissions may occur from a sensor to a controller or from a controller to another controller. By way of example but not limitation, an occupancy sensor may transmit an occupancy status to a body control module, and then the body control module may transmit the occupancy signal to a dedicated climate controller. The foregoing is applicable to all embodiments.

[0025] Vehicle, as referred to herein, may mean any automobile, recreational vehicle, sea vessel, air vessel, the like, or any combination thereof. While the present disclosure discusses the conditioning of a vehicle and surfaces thereof, the teachings herein may be adapted for any space that is conditioned with surfaces that may directly and / or radiatively thermally communicate with individuals. By way of example, the present teachings may be applied to furniture (e.g.. chairs and beds), buildings, the like, or any combination thereof.

[0026] The present teachings describe a method for determining a setpoint heat transfer rate. The setpoint heat transfer rate may ultimately be employed for the control of one or more thermal effectors. That is, one or more thermal effectors may operate to effectuate the setpoint heat transfer rate. Tire one or more thermal effectors may thermally condition occupants within the vehicle.

[0027] The method may comprise receiving a cabin temperature. Tire cabin temperature may be obtained from a sensor local to the vehicle. The sensor may be associated with an HVAC system of the vehicle, such as those employed for monitoring and / or controlling cabin ventilation. Such sensors may be located in one or more vents, a headrest, a leg compartment, or any combination thereof.

[0028] Tire method may comprise receiving an input of a human-machine interface (“HMI”) and / or an autonomous climate system.

[0029] The human-machine interface may include one or more knobs, buttons, dials, toggles, switches, the like, or any combination thereof. The human-machine interface may be actuated by the occupant. Typically, the buttons, knobs, sliders, touch-screens, and the like are provided as a part of a climate control cluster on the dashboard. In modem vehicles, a digital touch-screen interface may be provided with graphical user interface metaphors resembling buttons, knobs, sliders, and the like. The HMI input may be selected from a range of values corresponding to a temperature scale, a blower speed scale, or both.

[0030] The autonomous climate system may employ one or more sensor inputs, HMI inputs, operating parameters, operating ranges, algorithms, the like, or any combination thereof to control various HVAC settings. The autonomous climate system may perform said adjustments without human interaction; withthe exception of one or more initial HMI inputs. For example, adjustments to blower speed, vent selection, air mixing, and the like may be performed to maintain a temperature selected by an occupant while controlling for humidity, noise, and the like. Typically, autonomous climate systems may operate with a controller (e.g., a body control module) in signal communication with the human-machine interface.

[0031] The method may comprise determining a current heat loss of an occupant. The current heat loss of the occupant may be based on a model and / or algorithm of one or more heat loss factors as a function of the cabin temperature. The model and / or algorithm may include predicted mean vote (“PMV”) as set forth in ASHRAE-55, incorporated herein by reference in its entirety for all purposes. Other suitable models / algorithms may include the Berkley Comfort Model, Overall Thermal Sensation, Equal Homogenous Temperature, and Local Thermal Sensation, all incorporated herein by reference in their entirety for all purposes.

[0032] Tire method may comprise detemrining a desired heat loss of an occupant (i.e., desired to achieve or maintain thermal comfort). Tire desired heat loss of the occupant may be based on a model and / or algorithm of one or more heat loss factors as a function of a target temperature. The target temperature may be detennined based upon the human-machine interface and / or the autonomous climate system described herein. The model and / or algorithm may include predicted mean vote (“PMV”) as set forth in ASHRAE- 55, incorporated herein by reference in its entirety for all purposes. Other suitable models / algorithms may include the Berkley Comfort Model, Overall Thermal Sensation, Equal Homogenous Temperature, and Local Thermal Sensation, all incorporated herein by reference in their entirety for all purposes.

[0033] Heat loss of the occupant may result from evaporation, radiation, convection, or any combination thereof. Factors impacting evaporation may include skin temperature, relative humidity, cabin temperature, airflow rate, or any combination thereof. Factors impacting radiation may include the temperature of exposed skin, surface emissivity of skin, or both. Factors impacting convection may include cabin temperature, airflow rate, the temperature of exposed skin and / or clothing, or any combination thereof.

[0034] The model and / or algorithm described above may leverage human trials where temperature applied overtime may be modelled against one or more metrics. In some models, heat loss can be measured directly. In some models, thermal sensation and / or thermal comfort, as subjectively felt by a participant, can be tracked on a scale (e g., very hot to very cold with various intervals therebetween centered upon neutral: very comfortable to very uncomfortable with various intervals therebetween centered upon neutral).

[0035] Tire model and / or algorithm described above may ultimately determine the heat loss of an occupant as a function of temperature based upon one or more heat loss factors. Tire one or more heat loss factors may include an estimated metabolic rate, an estimated clothing resistance, an estimated mean radiant temperature, a relative air velocity, a relative humidity, or any combination thereof.

[0036] The one or more heat loss factors may include a total body area. The total body area may be an average value of a population. The total body area may be calculated by a height and weight of an occupant. The height and weight may be provided as inputs into the present system (e.g., via a graphical user interface in the vehicle).

[0037] Calibration of the system described herein with the model and / or algorithm may be performed for unique seat builds, which may include various arrangements of thermal effectors, as described herein (e.g., a seat with a thermal effector only in the seat zone, a seat with thermal effectors in the seat, back, and neck zones, etc.).

[0038] At least one benefit of tire present teachings is the reliance on standard HVAC data that is readily accessible from the body control module. As OEMs tend to retain their climate software as proprietary, it can be difficult to access expansive sets of HVAC data. In this regard, at least some of the heat loss factors discussed herein may be sensed by standard sensors, the data of which may be readily accessible either directly from the sensors or via a controller (e g., body control module) of the vehicle.

[0039] Surprisingly, it has been found that models and / or algorithms described herein may provide accurate estimations of the current and desired heat losses when constructed around standard HVAC feedback (the heat loss factors described herein) and without requiring additional sensors or other hardware that is not typical of most vehicle builds. The method and system described herein may find application in most conventional vehicles with sensors and other hardware that are provided as standard features by original equipment manufacturers (“OEMs"). Although, the present teachings may also find application with additional sensing capabilities that may be available on some (e.g., luxury) vehicle models, which are not excluded from the present scope. While the models and / or algorithms may be constructed around an expansive set of variables impacting occupant heat loss, the present teachings balance accuracy with overall cost.

[0040] Another benefit of the present teachings is that the ultimate determination of a setpoint heat transfer rate may be based upon a relatively small set of inputs compared to some conventional thermal conditioning methods and systems. In this regard, calibration efforts may be manageable in both terms of time and cost.

[0041] As described above, the current and target temperatures may be determined from, respectively, a sensor and an input of a human-machine interface and / or an autonomous climate system.

[0042] The estimated metabolic rate may be determined from occupant polling, sensors local to the vehicle, or both. Metabolic rate may refer to the basal or resting metabolic rate of an occupant.

[0043] Occupant polling may receive the estimated metabolic rate from the occupant. In this regard, the occupant may have obtained an estimated metabolic rate measurement from a physician or a commercially available metabolism tracking device and / or application. Occupant polling may account for one or more body parameters from the occupant. The body parameters may include weight, height, gender, age,ethnicity, the like, or any combination thereof. The body parameters may be employed in an algorithm or lookup table to estimate metabolic rate.

[0044] Occupant polling, as described herein, may refer to polling questions and / or options presented to the occupant via a graphical user interface such as that of a vehicle or even possibly a stand-alone computing device (e.g., a mobile device). Occupants may provide inputs of data in response to the questions and / or options, which may be used to determine one or more of the heat loss factors described herein or possibly other values described herein.

[0045] In some aspects, the estimated metabolic rate may be derived from one or more sensors. The sensors may include weight sensors located within a seat and / or optical sensors paired with feature recognition technology (e.g., via a convolutional neural network).

[0046] The estimated clothing resistance may be determined from occupant polling, sensors local to the vehicle, or both.

[0047] Tire estimated clothing resistance (i.e., thermal resistance of clothing) may be determined based upon season, environmental temperature (i.e., outside the vehicle), humidity, solar radiation, geographical location, gender, ethnicity, the like, or any combination thereof. These variables may inform an inference of the types of clothing worn by occupants and thus estimate a clothing resistance thereof. Temperature sensors, humidity sensors, sun load sensors, or any combination thereof are typically standard features on most vehicles for operating the HVAC system. One or more of the foregoing variables may be arranged in a look-up table correlating to the estimated clothing resistance. One or more of these variables may be employed in an algorithm for estimating clothing resistance.

[0048] The estimated clothing resistance may be determined by polling of tire occupant. In this regard, the occupant may be polled on one or more of the foregoing variables. The occupant may be polled on a scale (e.g., light, medium, or heavy clothing).

[0049] Tire estimated clothing resistance may be determined by one or more sensors. The sensors may include temperature sensors, humidity sensors, sun load sensors, optical sensors, or any combination thereof. Temperature sensors, humidity sensors, sun load sensors, or any combination thereof are typically standard features on most vehicles for operating the HVAC system. The optical sensor may observe the occupant and clothing worn by the occupant. Feature recognition of the images (e.g., via a convolutional neural network) may be employed to make inferences of the clothing worn by the occupant.

[0050] Tire estimated mean radiant temperature may be determined based on one or more sensors. The sensors may include sun load sensors (e.g., photodiode sensors). Sun load sensors are typically standard features on most vehicles for operating tire HVAC system.

[0051] The relative air velocity may refer to the velocity of air travelling through the cabin. The relative air velocity may be attributable to one or multiple airflows originating from unique vents. The airflows andthe velocities thereof may influence occupant heat loss due to heat wicking effects. The relative air velocity may be determined by signal feedback from one or more blowers and / or controllers operating the one or more blowers. Electronic control signals (e.g., pulse-width modulation, constant current control, or the like) may indicate the rotational speed of the fan, from which a relative air velocity may be determined.

[0052] The relative humidity may be determined based on one or more sensors. The sensors may include humidity sensors (e.g., capacitive, resistive, or thermal). Humidity sensors are typically standard features on most vehicles for operating the HVAC system.

[0053] The relative air velocity may refer to the air from the HVAC system, which may include vents located in the dashboard, center console, roof liner, the like, or any combination thereof.

[0054] The method may comprise determining a total setpoint heat transfer rate. The total setpoint heat transfer rate may be based on a difference of the desired heat loss and the current heat loss. Tirus, the total setpoint heat transfer rate may be effectuated by one or more thermal effectors to drive tire current heat loss toward the desired heat loss. The total setpoint heat transfer rate may be effectuated by one or more thermal effectors to compensate for the difference between the desired heat loss and the current heat loss.

[0055] The current and desired heat losses may be determined as of tire whole body of the occupant. That is, in constructing the model and / or algorithm described herein, the effect of the one or more heat loss factors on thermal comfort of the whole body may be accounted for, as opposed to one or more sub-regions of the body.

[0056] The current and desired heat losses may be detennined as of one or more segments of a body of the occupant. That is, in constructing the model and / or algorithm described herein, the effect of the one or more heat loss factors on thermal comfort one or more segments of the whole body may be accounted for. The one or more segments may correspond to segments of the body that are thermally conditioned by discrete thermal effectors. As an example, for a seat comprising thermal effectors, respectively, in the seat zone, back zone, and neck zone, the current and desired heat losses may be determined as of the corresponding segments of the body.

[0057] The segments of tire body may only include those for which a thermal effector is provided in the vehicle. Where a body segment is not associated with a thermal effector, the body area of said body segment will be ignored in the summation of the total body area. That is, where a vehicle does not have thermal effectors in an armrest, the arms of the occupant may be ignored in the summation of the total body area. In this regard, heat losses may be determined based on a hybrid of tire whole body and body segment schemes described above. That is, the whole body is considered in this determination, but some segments of the body may be ignored where there are no thennal effectors thermally influencing those body segments.

[0058] The method may comprise apportioning the total setpoint heat transfer rate among one or more thermal effectors. Tn some arrangements, a seat may comprise one thermal effector, in which case theentirety of the total setpoint heat transfer rate may be allotted to said thermal effector. In some arrangements, a seat may comprise multiple thennal effectors, in which case, tire total setpoint heat transfer rate may be apportioned among the multiple thermal effectors.

[0059] Apportioning may be symmetric or asymmetric. Typically, configurations and locations of thermal effectors may differ, giving rise to asymmetric apportioning.

[0060] Thermal effectors may thermally influence different surface areas of the body, commensurate with the surface areas of the thermal effectors (e.g., heater mats) or a dimension of airstreams. The apportioning may be based on respective surface areas of the body thennally influenced by each of the one or more thermal effectors and / or airstreams that are thermally conditioned by one or more thermal effectors. Thus, the apportioning may produce individual heat transfer rates for each of the one or more thermal effectors. Each respective surface area may be considered as a portion of the sum of surface areas that are thermally influenced by the thennal effectors and / or airstreams that are thennally conditioned by one or more thermal effectors.

[0061] In some aspects, sensitivity of a portion of the body may be considered in the apportionment. For example, portions of the body with greater nerve and / or vascular density may be apportioned comparatively less of the total setpoint heat transfer rate because temperature changes may be perceived more strongly in those portions and comparatively less heat transfer may be required to provide the occupant thermal comfort in those portions.

[0062] In this regard, a body region sensitivity factor may be assessed for individual regions of the body. Each body region may have a unique thermal sensitivity based upon nervous system anatomy, vascular anatomy, the like, or any combination thereof. The body regions may be generally partitioned into the head, neck (e g., cervical spine region), upper back (e.g., thoracic spine region), lower back (e.g., lumbar spine region), anterior torso (i.e., chest, belly, etc.), buttocks, thighs, calves, arms, hands, and the like. These body regions are merely exemplary and not limiting. The body may be partitioned in any manner that is practicable, including partitions along the sagittal plane. In one aspect, the body regions may be partitioned according to one or more dimensions of each thermal effector in the seat (e.g.. a right-side thermal effector and a left-side thermal effector).

[0063] The method described above may be understood as controlling the thermal effectors individually such that the operation of each thermal effector is independent of the operation of any other thermal effector. Tire present method is ultimately based upon tire temperature felt by the occupant and a desired temperature to achieve thennal comfort. Thus, thennal comfort targets may be met by considering the total setpoint heat transfer rate. The present method may differ from conventional methods in which the sum of some or all heat transfer rates relative to an occupant may be considered, whereby heat transfer rates attributable to one thermal effector may be considered in the operation of one or more other thennal effectors. The methoddescribed herein may avoid individual thermal effectors from compensating for the ovcrpcrformancc or underperfomiance of other thermal effectors, which could result in localized discomfort or possible injury (e.g., bum) to the occupant.

[0064] The method may comprise tracking occupant adjustments of the target temperature. During one or more program cycles of the present method, the occupant may adjust (increase or decrease) the temperature, indicating that thermal comfort may not be met with default settings. Adjustments may be performed via the human-machine interface described herein.

[0065] The method may comprise detennining an adjustment factor based upon the occupant adjustments. The adjustment factor may be proportional to the occupant adjustments. The adjustment factor may adjust the total setpoint heat transfer rate (e.g., the total setpoint heat transfer rate being multiplied by the adjustment factor). The adjustment factor may account for the direction of adjustment (increase or decrease in temperature). By way of example but not limitation, an occupant adjustment lowering the temperature by 5 °C may produce an adjustment factor of 0.95 multiplied to the total setpoint heat transfer rate. By way of example but not limitation, an occupant adjustment increasing the temperature by 5 °C may produce an adjustment factor of 1.05 multiplied to the total setpoint heat transfer rate.

[0066] The adjustment factor may be applied to the total setpoint heat transfer rate after one or more, two or more, three or more, or even four or more driving events. That is, the adjustment factor may be confirmed after multiple driving events. In this regard, the application of an adjustment factor may be avoided for outlier driving events, understanding that thermal comfort involves a degree of subjectivity and it may be possible that one or more heat loss factors may be subject to an error in a single driving event. For example, an occupant may remove a jacket during driving, thereby skewing the clothing resistance, at least temporarily. A driving event may be defined by a time period in which the vehicle is operational and a driving event may terminate when the vehicle is shut off.

[0067] Tire adjustment factor may be applied to the total setpoint heat transfer rate after one or more, two or more, three or more, or even four or more driving events in which the occupant adjustment is in the same direction (i.e., an increase or decrease) on a temperature scale. For example, an adjustment factor may not be applied if the occupant adjustments proceed as. e.g., an increase in driving event 1, a decrease in driving event 2, and an increase in driving event 3.

[0068] The adjustment factor may be based on an average of the occupant adjustments, a minimum of the occupant adjustments, or a maximum of the occupant adjustments over multiple driving events.

[0069] The method may comprise detennining one or more weighted factors for one or more of tire thermal effectors.

[0100] The weighted factor may be based on occupant preference for thermal conditioning of the one or more segments of the body. For example, an occupant favoring thermal conditioning in a neck zone anddisfavoring thermal conditioning in the scat zone may apply greater weight in the apportionment of the total setpoint heat transfer rate to the neck zone (e.g., 60%) and lesser weight in the apportionment of the total setpoint heat transfer rate to the seat zone (e.g.. 40%). Occupant preference may be determined via occupant polling.

[0101] The weighted factor may be based on the material layup of the vehicle and / or seat. The material layup may refer to the thickness, the number of layers, the material the layers are fabricated from, or any combination thereof. Tire material layup may affect the temperature felt by an occupant, relative to the actual temperature of a thermal effector. For example, in some portions of a seat, a thermal effector may be operating at 60 °C, but tire temperature felt by the occupant may only be 50 °C.

[0102] The apportionment of the total setpoint heat transfer rate may be adjusted based on the power capacities of the one or more thermal effectors. The power capacity of a thermal effector may refer to the maximum power output of the thermal effector. For example, in regards to resistive heaters, power capacity may be limited by tire resistor material, the density of resistive material (e.g., resistive wire) in an area, a dimension (e.g., thickness, diameter, etc.) of the resistor material, the maximum current that can be safely applied to the resistive material, the like, or any combination thereof. Similar considerations may be applied to thermoelectric devices, with the additional consideration of hot-side and cold-side temperature deltas.

[0103] The method described above, or at least a portion thereof, may be performed repeatedly for a plurality of program cycles. In each program cycle, the cabin temperature may be updated and the total setpoint heat transfer rate may be updated to reflect transient cabin temperatures. Program cycles may occur every 1 minute or less, 1 second or less, or even 1 millisecond or less.

[0104] A subsequent input of a human-machine interface and / or an autonomous climate system may initiate a new program cycle. That is, adjustment of a target temperature may lead to an update in the setpoint heat transfer rate.

[0105] Some or all of the heat loss factors may be updated in each subsequent cycle. Preferably, transient values such as estimated mean radiant temperature, relative air velocity, and relative humidity may be updated in each subsequent program cycle, or possibly after multiple program cycles, by retrieving data from one or more of the sensors described herein. Estimated clothing resistance may be consistent or transient during a driving event. Preferably, any heat loss factor requiring occupant polling may be consistent throughout the driving event (avoiding occupant distraction while driving). Any heat loss factor based on sensor inputs and / or trackable contextual information (e.g., season) may be treated as transient, although not required to be treated as such. It is also understood that tire estimated metabolic rate of an occupant typically need not be updated for each driving event but may be updated periodically (e.g., monthly, quarterly, annually, etc.). Moreover, the estimated metabolic rate may be updated on-demand by an occupant should an occupant not reside in the seat that they normally do.

[0106] The present teachings relate to a system that may perform tire method described herein.

[0107] The system may comprise a dedicated climate controller. The dedicated climate controller may signally communicate with the human-machine interface, the autonomous climate system, one or more other controllers within the vehicle, one or more thermal effectors, one or more sensors, or any combination thereof. The dedicated climate controller may communicate via a vehicle bus.

[0108] Tire dedicated climate controller may be an electronic control unit (“ECU”) that only performs operations related to climate systems in the vehicle (more preferably only related to climate systems in the seat), communicates with climate electronics (e.g., thennal effectors, sensors, blowers, and the like), controls the operation of thermal effectors, or any combination thereof.

[0109] In this regard, the dedicated climate controller may be supplied to OEMs as a modular option to include in vehicle packages. It may be advantageous to provide these modular controllers in order to avoid reprogramming or providing software packages for other vehicle controllers (e.g., a body control module) to perform the present method, which could expose proprietary information of the OEM. Although, the present teachings contemplate that the method described herein may be performed by any controller within the vehicle, including operations distributed between different controllers of the vehicle.

[0110] The present teachings contemplate that any electronic control unit within the vehicle (e.g., engine control unit, transmission control unit, ABS control unit, or the like) may communicate with the dedicated climate controller, although typically HMI inputs associated with the climate control cluster are communicated to and processed by tire body control module.[OHl] The target temperature, ultimately derived from the HMI input and / or input from an autonomous climate system, may be communicated to the dedicated climate controller.

[0112] The dedicated climate controller may comprise one or more modules for performing the present method. The modules may be understood as computer-readable instructions (stored on memory storage media, preferably non-transient memory storage media) that receive one or more inputs and produce one or more outputs.

[0113] The dedicated climate controller may comprise one or more memory storage media (e.g., a non- transitory memory' storage media). Transient and / or non-transient values may be stored on the memory' storage media and provided as inputs to the one or more modules. One or more outputs from the one or more modules may be stored on the memory' storage media.

[0114] Tire dedicated climate controller may signally communicate with the one or more thermal effectors. The dedicated climate controller may regulate the operation of the one or more thennal effectors (e.g., pulse width modulation, constant current control, or the like).

[0115] FIG. l is a combined flowchart of the method and schematic of the system of the present teachings.

[0116] Tire system may be present in a vehicle. The vehicle may comprise a human-machine interface (“HMI”) 10, a temperature sensor 12. a blower 14, a humidity sensor 16, and a sun load sensor 18. Hie vehicle further comprises a body control module (“BCM”) 20 signally communicating with the foregoing.

[0117] The vehicle further comprises a dedicated climate controller 22, which signally communicates with the BCM 20 to receive data therefrom. The data includes a cabin temperature derived from the temperature sensor 12, relative air velocity derived from the blower 14, relative humidity derived from the humidity sensor 16, and mean radiant temperature derived from the sun load sensor 18. The BCM 18 includes an autonomous climate system 24 embodied by computer-executable instructions and adapted to convert an input from the HMI 10 into a target temperature. In another aspect, the input from the HMI 10 can be provided to the dedicated climate controller 20, which may convert the input into a target temperature.

[0118] The dedicated climate controller 20 includes various modules for performing the method described herein. A desired heat loss module 26 determines a desired heat loss of an occupant based on the target temperature. A current heat loss module 28 determines a current heat loss of an occupant based on the cabin temperature. The desired heat loss and current heat loss modules 26, 28 employ a model and / or algorithm 30 which accounts for the relative air velocity, relative humidity, and mean radiant temperature discussed above. The foregoing can be transient values that may be updated in subsequent program cycles.

[0119] The model and / or algorithm further accounts for an estimated metabolic rate and estimated clothing resistance. The estimated metabolic rate may be an input or derived from one or more inputs provided by an occupant and stored as a value on a memory storage medium 32. Estimated clothing resistance may be derived from one or more inputs provided by an occupant and / or determined by a sensor. Hie estimated clothing resistance may be updated from time to time and / or may be stored on the memory storage medium 32. The present teachings contemplate that one or any combination of the target temperature, cabin temperature, relative air velocity, relative humidity, and mean radiant temperature can be stored, at least temporarily, on the memory storage medium 32.

[0120] The total target heat transfer rate module 34 may determine the total target heat transfer rate based on the desired heat loss and the current heat loss determined by each respective module 26. 28, as described herein.

[0121] Optionally, the total target heat transfer rate may be adjusted by apportionment between one or more thermal effectors, as described herein, and / or application of an adjustment factor, as described herein - via the apportionment module 34 and the adjustment factor module 36, respectively. As depicted, the system comprises a thennal effectors 38, 40, 42 respectively located in a neck zone, back zone, and seat zone of a vehicle seat.

[0122] The dedicated climate controller may regulate the operation of one or more thennal effectors (e.g., using current-based control such as pulse-width modulation, constant current control, or the like) based onthe total target heat transfer rate whether or not modified based upon said apportionment and / or adjustment factor.

[0123] The present teachings contemplate that one of the dedicated climate controllers may perform the aforementioned method and regulation of two or more thermal effectors, as illustrated. Tire present teachings contemplate that each individual thermal effector may have a separate, individual dedicated climate controller that performs the method described herein based on inputs specific to its respective thermal effector.

[0124] It is understood that the above description is intended to be illustrative and not restrictive. Many embodiments as well as many applications besides the examples provided will be apparent to those of skill in the art upon reading the above description. The scope of the invention should, therefore, be determined not with reference to the above description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. The disclosures of all articles and references, including patent applications and publications, are incorporated by reference for all purposes. The omission in tire following claims of any aspect of subject matter that is disclosed herein is not a disclaimer of such subject matter, nor should it be regarded that the inventors did not consider such subject matter to be part of the disclosed inventive subject matter.

[0125] The explanations and illustrations presented herein are intended to acquaint others skilled in the art with the invention, its principles, and its practical application. The above description is intended to be illustrative and not restrictive. Those skilled in the art may adapt and apply the invention in its numerous forms, as may be best suited to the requirements of a particular use.

[0126] Accordingly, the specific embodiments of the present invention as set forth are not intended as being exhaustive or limiting of the teachings. The scope of the teachings should, therefore, be determined not with reference to this description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. Tire omission in the following claims of any aspect of subject matter that is disclosed herein is not a disclaimer of such subject matter, nor should it be regarded that the inventors did not consider such subject matter to be part of the disclosed inventive subject matter.

[0127] Plural elements or steps can be provided by a single integrated element or step. Alternatively, a single element or step might be divided into separate plural elements or steps.

[0128] Tire disclosure of “a” or “one” to describe an element or step is not intended to foreclose additional elements or steps.

[0129] The method may comprise one or more of the steps recited herein. Some of the steps may be duplicated, removed or eliminated, rearranged relative to other steps, combined into one or more steps, separated into two or more steps, or a combination thereof.

[0130] Tire flow charts described herein do not imply a fixed order to the steps, and embodiments of the present invention may be practiced in any order that is practicable, unless otherwise specified herein.

[0131] While tire terms first, second, third, etc., may be used herein to describe various elements, components, regions, layers and / or sections, these elements, components, regions, layers and / or sections should not be limited by these terms. These terms may be used to distinguish one element, component, region, layer or section from another region, layer, or section. Terms such as “first,” “second,” and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by tire context. Thus, a first element, component, region, layer, or section discussed below could be tenned a second element, component, region, layer or section without departing from the teachings.

[0132] Spatially relative terms, such as “inner,” “outer,” “beneath,” “below,” “lower,” “above,” “upper,” and the like, may be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the figures. Spatially relative terms may be intended to encompass different orientations of the device in use or operation in addition to tire orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as “below” or “beneath” other elements or features would then be oriented “above” the other elements or features. Thus, the example term “below” can encompass both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

[0133] Unless otherwise stated, all ranges include both endpoints and all numbers between the endpoints. The use of “about” or “approximately” in connection with a range applies to both ends of the range. Thus, “about 20 to 30” is intended to cover “about 20 to about 30”, inclusive of at least the specified endpoints.REFERENCE NUMERALS

[0134] 10 Human-machine interface

[0135] 12 Temperature sensor

[0136] 14 Blower

[0137] 16 Humidity sensor

[0138] 18 Sun load sensor

[0139] 20 Body control module

[0140] 22 Dedicated climate controller

[0141] 24 Autonomous climate system

[0142] 26 Desired heat loss module

[0143] 28 Current heat loss module

[0144] 30 Model and / or algorithm

[0145] 32 Memory storage medium

[0146] 34 Apportionment module

[0147] 36 Adjustment factor module

[0148] 38 Thermal effector, neck zone

[0149] 40 Thermal effector, back zone

[0150] 42 Thermal effector, seat zone

Claims

CLAIMSWhat is claimed is:Claim 1 : A method for determining a setpoint heat transfer rate, the method comprising: a) receiving:(i) a cabin temperature, optionally wherein the cabin temperature is obtained from a sensor local to the vehicle, and(ii) an input of a human-machine interface and / or an autonomous climate system: and b) determining a current heat loss of an occupant based on a model and / or algorithm of one or more heat loss factors as a function of the cabin temperature; c) determining a desired heat loss of the occupant based on the model and / or algorithm of the one or more heat loss factors as a function of a target temperature determined from the input; and d) determining the total setpoint heat transfer rate based on a difference of the desired heat loss and the current heat loss, the setpoint heat transfer rate being effectuated by the one or more thermal effectors to resolve the difference between the desired heat loss and the current heat loss.Claim 2: Tire method according to Claim 1, wherein the model and / or algorithm is based on predicted mean vote (“PMV”) as set forth in ASHRAE-55.Claim 3: The method according to Claim 1 or Claim 2, wherein the one or more heat loss factors include an estimated metabolic rate, an estimated clothing resistance, an estimated mean radiant temperature, a relative air velocity, a relative humidity, or any combination thereof; optionally wherein the estimated metabolic rate is based on occupant polling, one or more sensor inputs, or both; optionally wherein the estimated clothing resistance is based on occupant polling, one or more sensor inputs, or both; optionally wherein the estimated mean radiant temperature is based on a sun load sensor local to the vehicle; optionally wherein the relative air velocity is based on signal feedback from one or more blowers and / or controllers operating the one or more blowers: and optionally wherein the relative humidity is based on a humidity sensor local to the vehicle.Claim 4: The method according to any one of the preceding claims, wherein the current heat loss and the desired heat loss are of a whole body of the occupant; optionally wherein the whole body includes only one or more segments of a body of the occupant that are thermally influenced by the one or more thermal effectors.Claim 5 : The method according to Claim 4, wherein tire one or more segments include a neck zone, a back zone, a seat zone, a leg zone, an ami zone, a hand zone, one or more radiative zones, or any combination thereof.Claim 6: Tire method according to any one of the preceding claims, wherein the method further comprises apportioning the total setpoint heat transfer rate among the one or more thennal effectors based on respective surface areas of a body of the occupant that are thermally influenced by each of the one or more thermal effectors, the apportioning producing individual heat transfer rates for each of the one or more thermal effectors.Claim 7 : Tire method according to Claim 6, wherein the apportioning may be further based upon a body portion sensitivity factor unique to one or more portions of the body of the occupant that are respectively thennally influenced by each of the one or more thermal effectors.Claim 8: The method according to any one of the preceding claims, wherein the method further comprises tracking occupant adjustments of the target temperature and determining an adjustment factor based on the occupant adjustments.Claim 9: The method according to Claim 8. wherein the adjustment factor is proportional to the occupant adjustments.Claim 10: Tire method according to Claim 8 or Claim 9, wherein the adjustment factor is based on an average, minimum, or maximum of the occupant adjustments.Claim 11 : The method according to any one of Claims 8 through 10, wherein the adjustment factor is applied after multiple of the occupant adjustments in a common direction on a temperature scale.Claim 12: Tire method according to any one of the preceding claims, wherein the method further comprises determining one or more weighted factors for one or all of the one or more thermal effectors; and wherein the one or more weighted factors influence the apportioning of the total setpoint heat transfer rate among the one or more thennal effectors.Claim 13: The method according to Claim 12, wherein the one or more weighted factors include: a first weighted factor that is based on an occupant preference for thermal conditioning of the one or more segments of the body: and / or a second weighted factor that is based on a material layup of a seat in which the one or more thermal effectors are located.Claim 14: A system for determining a setpoint heat transfer rate, the system comprising: a vehicle seat comprising one or more segments, one or more thermal effectors located within each of tire one or more segments, at least one dedicated climate controller in signal communication with the one or more thermal effectors and for controlling the operation of the one or more thermal effectors, a body control module in signal communication with the at least one dedicated climate controller and providing inputs employed by the at least one dedicated climate controller for ultimately controlling the operation of the one or more thermal effectors.Claim 15: The system according to Claim 14, wherein the one or more thermal effectors, the at least one dedicated climate controller, and the body control module signally communicate via a vehicle bus.Claim 16: Tire system according to Claim 14 or Claim 15, wherein the one or more segments include a neck zone, a back zone, a seat zone, a leg zone, a floor zone, an arm zone, a hand zone, one or more radiative zones, or any combination thereof.Claim 17: The system according to any one of Claims 14 through 16, wherein the at least one dedicated climate controller controls the operation of multiple of the one or more thermal effectors.Claim 18: The system according to any one of Claims 14 through 17, wherein each of the at least one dedicated climate controller controls the operation of one of the one or more thermal effectors.Claim 19: The system according to any one of Claims 14through 18, wherein the one or more thermal effectors are controlled independently from one another.Claim 20: The system according to any one of Claims 14 through 19, perfonning the method according to any one of Claims 1 through 13.

Images