Vehicle microclimate personalization based on occupant thermal physiology

Abstract

A method of providing thermal conditioning for vehicle occupants according to examples of the present disclosure includes determining a respective target temperature for each of a plurality of discrete OPZs. Each OPZ is associated with a different occupant body region. The determination is based on a difference between a first OTS indicative of a target heat flux for the occupant and a second OTS indicative of an assessed heat flux experienced by the occupant, wherein the respective target temperatures differ among the OPZs. The method includes providing thermal conditioning in each OPZ based on the target temperature for the OPZ, which includes using at least one thermal effector in the OPZ. The method also includes receiving a temperature offset value from the occupant for a particular one of the OPZs, and adjusting the target temperature for the particular one of the OPZs based on the temperature offset value.

Description

[0001] Cross-reference to related applications

[0002] This application claims priority to U.S. Provisional Application No. 62 / 970,430, filed February 5, 2020, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to thermal conditioning in vehicle compartments, and more specifically to providing personalized thermal conditioning in multiple different occupant personalized areas within a vehicle compartment. Background Technology

[0004] Providing thermal conditioning for vehicle occupants presents numerous challenges. One of these challenges is that people's experience of thermal comfort varies due to various factors such as gender, weight, and clothing. Consequently, two occupants in the same vehicle compartment may have different and conflicting expectations of the vehicle's thermal conditioning system. Summary of the Invention

[0005] A method for providing thermal conditioning for vehicle occupants according to an example of this disclosure includes determining a corresponding target temperature for each of a plurality of discrete occupant personalized zones (OPZs). Each OPZ is associated with a different occupant body region, and the determination is based on a difference between a first overall thermal sensation (OTS) and a second OTS, the first OTS indicating a target heat flux for the occupant and the second OTS indicating the heat flux experienced by the occupant as assessed, wherein the corresponding target temperature varies between the OPZs. The method includes providing thermal conditioning in each OPZ based on the target temperature for the OPZ, and the provisioning includes using at least one thermal effector in the OPZ. The method includes receiving a temperature offset value from the occupant for a particular OPZ, and adjusting the target temperature for the particular OPZ based on the temperature offset value.

[0006] In a further embodiment of any of the foregoing embodiments, the method includes receiving a disable command from an occupant for one or more OPZs, and based on the received disable command, disabling the one or more OPZs or resetting a temperature offset value for the particular OPZ based on the disable command.

[0007] In a further embodiment of any of the foregoing embodiments, the method includes determining the temperature in each OPZ, and for each OPZ, providing thermal conditioning in the OPZ includes adjusting the output of the at least one thermal effector in the OPZ to reduce the difference between the determined temperature and the target temperature for the OPZ.

[0008] In a further embodiment of any of the foregoing embodiments, providing thermal regulation in each OPZ includes heating the occupants using a first thermal effector in the first OPZ based on a target temperature for the first OPZ being lower than a determined temperature of the first OPZ, and cooling the occupants using a second thermal effector in the second OPZ based on a target temperature for the second OPZ being higher than a determined temperature of the second OPZ, wherein the heating and cooling are performed simultaneously.

[0009] In a further embodiment of any of the foregoing embodiments, providing thermal regulation in each OPZ includes determining the ranking of each thermal effector and further determining a temperature setpoint for each OPZ based on the relative ranking of each thermal effector in the OPZ.

[0010] In a further embodiment of any of the foregoing embodiments, determining the corresponding target temperature for each OPZ includes determining at least one preset thermal regulation range for each effector in each OPZ, the preset thermal regulation range having a maximum temperature and a minimum temperature, determining a default temperature for the OPZ based on the maximum and minimum temperatures, the default temperature being within the preset thermal regulation range, and adjusting the default temperature based on the difference between a first OTS and a second OTS to obtain the target temperature.

[0011] In a further embodiment of any of the foregoing embodiments, the at least one preset thermal regulation range further includes a maximum airflow rate and a minimum airflow rate.

[0012] In a further embodiment of any of the foregoing embodiments, the preset thermal adjustment range varies between each OPZ and between each heat effector in each OPZ.

[0013] In a further embodiment of any of the foregoing embodiments, adjusting the default temperature based on the difference between the first OTS and the second OTS to obtain the target temperature includes determining a nominal temperature setpoint based on the difference between the first OTS and the second OTS, the default temperature, and the magnitude of a preset thermal adjustment range; increasing the default temperature from the nominal temperature setpoint by a value based on the first OTS being greater than the second OTS, and decreasing the default temperature from the nominal temperature setpoint by a value based on the first OTS being less than the second OTS.

[0014] In a further embodiment of any of the foregoing embodiments, the default temperature is the average of the highest and lowest temperatures.

[0015] In a further embodiment of any of the foregoing embodiments, the method includes comparing the target temperature to be adjusted with at least one of a maximum permissible target temperature for OPZ and a minimum permissible target temperature for OPZ, and reducing the temperature offset value based on the target temperature being adjusted being higher than the maximum permissible target temperature for OPZ or lower than the minimum permissible target temperature for OPZ.

[0016] In a further embodiment of any of the foregoing embodiments, the plurality of OPZs includes at least three of the following: head area, seat back area, seat cushion area, hand / arm area, and foot / leg area.

[0017] In a further embodiment of any of the foregoing embodiments, the thermal effector for the plurality of OPZs includes a climate-controlled seat, a neck adjuster mounted in the headrest or upper seat back, a climate-controlled headliner, a heated steering wheel, a heated gear shifter, heated door panels, a heating pad, a convection thermal effector, and a small compression system.

[0018] In a further embodiment of any of the foregoing embodiments, at least one thermal effector is a convection thermal effector with a fan, and the method includes determining a default fan speed for the fan and adjusting the default fan speed based on a fan speed offset received from an occupant.

[0019] In a further embodiment of any of the foregoing embodiments, the method includes determining thermal balance for the occupants and determining a first OTS based on the thermal balance.

[0020] In a further embodiment of any of the foregoing embodiments, the method includes iteratively repeating the determination, the provision, and the adjustment in a multi-iteration manner, while using the same temperature offset value during each of the multi-iterations.

[0021] The thermal regulation system according to an example of this disclosure includes a plurality of thermal effectors arranged in a plurality of discrete occupant personalized zones (OPZs) respectively associated with different portions of an occupant's body, such that each OPZ includes at least one thermal effector. A controller is configured to determine a corresponding target temperature for each OPZ based on the difference between a first overall thermal sensation (OTS) and a second OTS, the first OTS indicating a target heat flux for the occupant and the second OTS indicating the assessed heat flux currently experienced by the occupant, wherein the corresponding target temperature varies between the OPZs. The controller is configured to control at least one thermal effector in each OPZ based on the target temperature of the OPZ, receive a temperature offset value from the occupant for a particular OPZ, and adjust the target temperature for the particular OPZ based on the temperature offset value.

[0022] In a further embodiment of any of the foregoing embodiments, the controller is configured to reset the temperature offset value for the particular OPZ based on the occupant disabling the at least one thermal effector in the particular OPZ.

[0023] In a further embodiment of any of the foregoing embodiments, in order to determine a corresponding target temperature for each OPZ, the controller is configured to determine a preset thermal regulation range for the OPZ, the preset thermal regulation range including a maximum temperature and a minimum temperature, wherein the preset thermal regulation range varies between the OPZs. The controller is configured to determine a default temperature for the OPZ based on the maximum and minimum temperatures, the default temperature being within the preset thermal regulation range, and to adjust the default temperature based on the difference between the first and second OTSs to obtain the target temperature.

[0024] In a further embodiment of any of the foregoing embodiments, in order to adjust the default temperature based on the difference between the first and second OTSs to obtain a target temperature, the controller is configured to determine a nominal temperature setpoint based on the difference between the first and second OTSs, the default temperature, and the magnitude of a preset thermal regulation range. The controller is configured to increase the default temperature from the nominal temperature setpoint by a value based on the first OTS being greater than the second OTS, and to decrease the default temperature from the nominal temperature setpoint by a value based on the first OTS being less than the second OTS.

[0025] In a further embodiment of any of the foregoing embodiments, the controller is configured to determine the temperature in each OPZ and control the at least one thermal effector in each OPZ based on a target temperature for the OPZ. The controller is also configured to adjust the output of the at least one thermal effector in the OPZ to reduce the difference between the determined temperature and the target temperature of the OPZ.

[0026] The embodiments, examples, and alternatives described in the foregoing paragraphs, claims, or the following description and drawings, including any of their aspects or individual features, may be employed independently or in any combination. Features described in connection with one embodiment apply to all embodiments unless those features are incompatible. Attached Figure Description

[0027] Figure 1 A thermal regulation system, including an HVAC system and a microclimate thermal regulation system, is schematically shown.

[0028] Figure 2 This is a flowchart depicting an example method for controlling multiple microclimate thermal effectors.

[0029] Figure 3It is a chart illustrating an example of how the total thermal sensation (OTS) experienced by vehicle occupants varies between seasons.

[0030] Figure 4 It explains how to arrange it. Figure 4A , Figure 4B and Figure 4C A schematic diagram.

[0031] Figures 4A-4C These are portions of a combined schematic diagram illustrating an example arrangement of the OTS used to determine vehicle occupants.

[0032] Figure 5 This is a schematic diagram illustrating an example of the impact that solar load may have on OTS.

[0033] Figure 6 A flowchart is depicted for a method of adjusting the setpoint temperature of a thermal effector based on an OTS.

[0034] Figure 7 This is a schematic diagram showing an example arrangement for determining the temperature setpoint for calibration.

[0035] Figure 8 Multiple thermal regulation ranges for thermal effectors are shown.

[0036] Figure 9 An example graphical user interface is shown for customizing temperature setpoints for specific occupant personalized zones.

[0037] Figure 10 This is a flowchart depicting an example method for providing thermal regulation for vehicle occupants. Detailed Implementation

[0038] This disclosure describes a thermal conditioning system for a vehicle compartment, comprising an HVAC system and a microclimate thermal conditioning system (MTCS). The MTCS includes multiple microclimate thermal effectors operable to provide thermal conditioning in multiple discrete occupant personalized zones (OPZs) within the vehicle compartment (e.g., head, seat back, seat cushion, hands / arms, and feet / legs). Temperature setpoints for the microclimate thermal effectors are determined based on an overall thermal sensation (OTS) determined for the vehicle occupant and an occupant profile defining the temperature range most preferred by the vehicle occupant and defining the temperature range for each body segment. The OTS is based on the heat flux transferred from the environment to the vehicle occupant and calculations of the vehicle occupant's metabolic state. The OTS indicates the overall thermal sensation experienced by the vehicle occupant. A default occupant profile is provided for the MTCS, indicating the possible temperature and heat flux scenarios that provide maximum thermal comfort for a typical vehicle occupant. In some implementations, vehicle occupant profiles are customizable, for example, to indicate details of a particular occupant, such as weight, gender, and clothing, because each of these details affects the degree to which the occupant experiences thermal comfort. The thermal conditioning system 10 enables vehicle occupants to input temperature and flow rate offsets for various OPZs to improve thermal comfort within the OPZ.

[0039] Figure 1 A thermal conditioning system 10 is schematically shown, comprising an HVAC system 12 and a microclimate thermal conditioning system (MTCS) 14. The HVAC system 12 includes a motor 16 that drives a fan 18, which forces air through a heat exchanger 20 to provide thermally conditioned air 22 within the vehicle compartment 24. A compartment temperature sensor 26 provides temperature information to an HVAC controller 28, which is operable to adjust the operation of the motor 16 based on temperature readings from the compartment temperature sensor 26. The HVAC controller 28 may also receive information from, for example, an external air temperature sensor 30 and one or more additional sensors 32.

[0040] HVAC controller 28 adjusts the operation of HVAC system 12 to a temperature setpoint that is typically manually adjusted by vehicle occupants. In many cases, the central HVAC system 12 is insufficient to achieve thermal comfort for each specific occupant and location, so MTCS 14 is provided to create a unique microclimate for each occupant in the vehicle compartment 24, thereby providing improved overall occupant thermal comfort.

[0041] Each vehicle occupant typically has unique personal comfort preferences. That is, the perceived thermal energy level differs between one occupant and another. As a result, the exact same thermal environment inside the vehicle may be considered comfortable by one occupant but uncomfortable by another. To address this, this disclosure provides occupants with the ability to manually adjust and control both the central HVAC12 system and the MTCS14 in an optimized and coordinated manner.

[0042] There are numerous heating and cooling sources within a vehicle that affect the thermal comfort of its occupants. In one example, these various heating and cooling sources can be represented by the equivalent homogeneous temperature (EHT) within the passenger compartment. The EHT represents the total thermal effect on the occupants, serving as a measure of the heat loss of the vehicle occupants that produces a full-body thermal sensation. The EHT takes into account the combined convection, conduction, and radiation effects on the vehicle occupants and combines these effects into a single value, which is particularly useful for simulating non-uniform thermal environments. An example calculation of the EHT can be found in the paper "A Model for Relation a Thermal Comfort Scale to EHT ComfortIndex" published by authors Han, Taeyoung, and Huang, Linjie in the journal SAE Technical Paper, 2004-01-0919. As explained in its entirety in this SAE paper, which is incorporated herein by reference, the modeled thermal environment is influenced by the "breathing level" air temperature, mean radiant temperature (MRT), air velocity, solar load, and relative humidity.

[0043] The vehicle's HVAC system regulates a large volume of air within the passenger compartment to achieve the desired compartment temperature. Other environmental impacts on the microclimate include vehicle ambient temperature and solar load on the vehicle. An example of using an EHT to achieve occupant thermal comfort is described in U.S. Provisional Application No. 62 / 951,289, filed December 20, 2019, entitled "AUTOMATICSEAT THERMAL COMFORT CONTROL SYSTEM AND METHOD," the entire contents of which are incorporated herein by reference.

[0044] Occupant thermal condition can be expressed using the Berkeley Sensation and Comfort Scale (“Berkeley scale”), for example, as described in the paper (2006) Partial-and whole-body thermal sensation and comfort, Part I: Uniform environmental conditions, published in the Journal of Thermal Biology, 31, 53-59. The Berkeley scale numerically represents thermal sensation as: -4 very cold, -3 cold, -2 cool, -1 slightly cool, 0 neutral, 1 slightly warm, 2 warm, 3 hot, and 4 very hot. It should be understood that other methods can be used to quantify occupant thermal condition. Total thermal sensation (OTS) is a measure of the thermal sensation experienced by a particular occupant based on the rate of heat transfer to that occupant's body. Each level of the Berkeley scale indicates the difference between the user's current heat flux and the user's desired heat flux.

[0045] MTCS 14 can have many discrete occupant microclimate zones or occupant personalized zones (OPZs). According to ISO 145045-2:2006(E), the human body can be divided into different body parts such as the hands, head, or chest, and each part may have different thermal comfort temperature ranges. Figure 1 The five example areas are head, back, padding (thighs and buttocks), feet / legs, and arms / hands. Fewer, more, and / or different areas can be used if needed.

[0046] Still referencing Figure 1 The MTCS 14 includes multiple discrete microclimate thermal effectors 40A-E, each located within a corresponding OPZ 42A-E. Figure 1 In the example, the OPZ 42 includes a head area 42A, a back area 42B, a hand / arm area 42C, a seat cushion area 42D, and a foot / leg area 42E. Various OPZ 42A-E are available for different vehicles. In one example, at least three of the following are provided: head area 42A, back area 42B, hand / arm area 42C, seat cushion area 42D, and foot / leg area 42E.

[0047] Each OPZ 42 provides a microclimate for a specific area that comes into contact with the occupants of a particular vehicle. Figure 1The example vehicle occupant 50 shown is a driver with access to a steering wheel. Other vehicle occupants may not have a steering wheel but may still have other devices affecting the climate of the area, such as heated and cooled surfaces, radiant heating panels, HVAC vents, solar loads, etc. For each OPZ shown as 42A-E, the software is configured to consider all heat transfer methods affecting the area in a thermodynamic manner, including controlled effectors such as HVAC and uncontrolled loads (e.g., radiation from solar radiation). The climate in the area is then controlled by comparing the actual climate conditions of the area with the desired climate conditions of the area. Although only a single microclimate thermal effector 40 is shown in each OPZ42, it is understood that multiple thermal effectors 40 may be included in a particular OPZ42.

[0048] Various heat effectors 40 can be used in each OPZ, such as resistance electric heaters, thermoelectric devices that provide heating or cooling using the Peltier effect, convective thermal conditioning devices that provide airflow (e.g., airflow from the vehicle seat to the OPZ 42), etc. Some example heat effectors that can be used in system 10 include, but are not limited to, climate-controlled seats (see, for example, U.S. Patent Nos. 5,524,439 and 6,857,697), neck adjusters mounted in the headrest or upper seat back (see, for example, U.S. Provisional Application No. 62 / 039,125), climate-controlled headliners (see, for example, U.S. Provisional Application No. 61 / 900334), climate-controlled (e.g., heated) door panels and / or dashboards, heated controlled steering wheels (see, for example, U.S. Patent No. 6,727,467 and U.S. Publication No. 2014 / 009). 0513), heated shifters (e.g., see U.S. Publication No. 2013 / 0061603), intelligent microthermal modules or “iMTM” (e.g., see International Application No. WO202011290), heated pads (which may be installed in seats and other surfaces surrounding or in contact with vehicle occupants 50), small compression systems configured to transfer thermal effects to vehicle occupants 50 through convective heat transfer from cooled and conditioned air (e.g., see International Application No. WO2018049159A1), and / or convective heat effectors located in seat backs or cushions capable of heating or cooling to achieve personalized microclimates.

[0049] In one example, at least three of the following heat effectors 40 are provided: climate-controlled seat, neck adjuster installed in headrest or upper seat back, climate-controlled headliner, heated steering wheel, heated shifter, climate-controlled door panel, heating pad, small compression system and convection heat effector.

[0050] Microclimate systems provide desired personal comfort to occupants automatically, requiring little or no input from vehicle occupants. All of these devices, or some of them, can be arranged to optimally control the thermal environment around occupants in seats located anywhere within the passenger vehicle. Furthermore, these components can be used to individually adjust the thermal comfort for individual segments or personalized areas of the vehicle occupant's body.

[0051] Controller 44 controls each thermal effector 40. Controller 44 communicates with HVAC system controller 28 via communication bus 46, which may include, for example, a Control Area Network (CAN) bus and / or a Local Interconnect Network (LIN) bus. Controller 44 also communicates with multiple distributed cabin temperature sensors 48A-D arranged in one or more OPZs 42. Although Figure 1 Five local temperature sensors 48A-E are shown, but it should be understood that other numbers of OPZ temperature sensors 48 can be used (e.g., fewer or more than five OPZ temperature sensors). Dividing the body into multiple zones serves two purposes. First, the human body and its local environment can be modeled to determine the overall heat transfer rate to the body. This is used to assess the current thermal comfort state of each occupant in the vehicle. The more segments, the more accurate the thermal model. The ideal number of zones for the accuracy of the thermodynamic model may be limited by the number of sensors available in the current vehicle compartment. Second, vehicle occupants may prefer to differentiate the thermal environment around their bodies based on specific areas (e.g., head, feet, etc.). Even with sensing limitations, the optimized number of thermodynamic zones may exceed the preferred number for vehicle occupant personalization and control. In fact, occupants typically prefer a limited number of zones when considering preferences. Therefore, the control software breaks down the accurate thermodynamic multi-zone model used for evaluation into a smaller number of occupant-personalized zones to provide both automatic control and personalization.

[0052] Figure 2 Flowchart 100 illustrates how controller 44 controls multiple microclimate thermal effectors 40. The controller is able to determine the optimal setpoint for devices not directly controlled by the microclimate system (e.g., HVAC or other effectors) by including mathematical models of these devices in the same manner as directly controlled devices (e.g., seat heaters, etc.). Alternatively, the controller can cooperate with other climate control systems by segmenting and individually controlling zones within a specific power budget. In any of these scenarios, controller 44 determines the thermal balance (step 102) for vehicle occupants 50 within the compartment 24, representing the total thermal effect on vehicle occupants 50 as a measure of the heat loss of vehicle occupants that produces a full-body thermal sensation. In one example, the thermal balance is determined as “equivalent homogeneous temperature,” as described in common pending application No. 62 / 951,289, the entire contents of which are incorporated herein by reference.

[0053] After determining thermal equilibrium, controller 44 evaluates the OTS experienced by vehicle occupant 50 (“OTS_est”) (step 104). OTS_est indicates the evaluated heat flux experienced by vehicle occupant 50 (e.g., across some or all OPZ 42). Controller 44 also determines the target OTS for vehicle occupant 50 (“OTS_target”) (step 106). Similarly, OTS_target is calculated using an inversion of the same thermophysiological model as the evaluation, but with nominal conditions for heat transfer rate and occupant profile. This inversion of the heat transfer model allows the user to input a “set temperature,” which the control software is able to convert into an equivalent target OTS. The vehicle occupant profile can be a default profile that assumes or infers details about the vehicle occupant’s weight, sex, and clothing, or it can be customized by the vehicle occupant to provide these details. OTS_target indicates the desired heat flux for vehicle occupant 50 (e.g., across some or all OPZ 42). OTS_target is also calculated based on a global temperature setpoint used for vehicle occupants across all OPZ 42, which can be provided based on a default temperature value or a temperature value provided by a specific occupant.

[0054] The controller 44 calculates the error between the two OTS scales as OTS_target - OTS_est (step 108), which indicates the difference between the two OTS scales. A positive error indicates that OTS_est is lower than OTS_target, and accordingly indicates that vehicle occupant 50 should be given heat in some or all of OPZ 42. Conversely, a negative error indicates that OTS_est is greater than OTS_target, and accordingly indicates that vehicle occupant 50 should be given coolness in some or all of OPZ 42. The controller 44 controls multiple thermal effectors 40 to reduce the error in step 108 (step 110).

[0055] In one example, the OTS is determined using an equation of sigmoid function form, which has terms related to the specific thermal characteristics of the occupant and combines the calculated heat loss to the occupant's body, such as the following equation:

[0056]

[0057] HeatLoss Body The heat flux corresponds to the heat flux of vehicle occupants across multiple OPZ 42, and A and B are coefficients related to many environmental and occupant factors, such as the effect of season on heat flux.

[0058] In one example, the control in step 110 is based on the relative ranking of each thermal effector 40 (e.g., within a metric of 0-1.5), which indicates the preference order of effectors 40 and / or OPZ 42 for a given crew member. As an example, a given crew member might prefer thermal modulation primarily through effector 40A, and therefore could assign a higher ranking to effector 40A than to other effectors. Conversely, another crew member might wish to de-emphasize effector 40A, instead preferring more significant thermal modulation through effector 40D. This crew member could assign a higher ranking to effector 40D than to effector 40A. This ranking allows crew members 50 to indicate their desired priorities.

[0059] In "Auto Comfort" mode, the ranking can be multiplied by the OTS error (for example, using Equation 2 below) to determine the OPZ-specific OTS value.

[0060] OTSerrEffector=OTSerrNormalized*EffectorRanking (Equation 2)

[0061] In one example, if a vehicle occupant requests a change in the setpoint of the thermal effector (e.g., increasing it during heating or decreasing it during cooling), the rank for the thermal effector increases by a first amount. If the vehicle occupant turns off the effector, the rank decreases by a second amount, which is greater than the first amount.

[0062] In "Auto Optimization" mode, the ranking is multiplied by an effectiveness value of the same range to reflect the power delivered / consumed by each thermal effector. The goal is to apply a correction to the setpoint for each device based solely on preference (in "Auto Comfort"), and a weighted average of preference and effectiveness (in "Auto Optimization").

[0063] Therefore, in one example, the controller 44 determines the ranking of each heat effector 40 and further determines the temperature setpoint for each OPZ 42 based on the relative ranking of each heat effector 40 in the OPZ 42.

[0064] Figure 3 This is a graph showing how OTS changes between summer and winter. The Y-axis represents OTS, and the X-axis represents the heat transfer rate "q" measured in Watts (joules per second). Figure 3 As shown, vehicle occupants 50 experience different OTS with the same heat transfer rate depending on the season. Winter weather typically causes vehicle occupants 50 to experience a given OTS with a lower heat transfer rate than summer weather.

[0065] Figure 4 This is a schematic diagram illustrating an example arrangement for determining OTS_est and OTS_target, which includes... Figure 4A, Figure 4B and Figure 4C Now for reference. Figure 4A , Figure 4B and Figure 4C Each OPZ 42 has a corresponding evaluator 60A-E that calculates the total heat transfer rate (Q) for that OPZ 42. Optionally, some evaluators 60 may consider the thermal conditioning from the HVAC system 12 and / or the solar load experienced by the vehicle when the HVAC system 12 and / or the solar load have a significant impact on the OPZ 42. In particular, evaluator 60B can benefit from this consideration, as vehicle occupants 50 are likely to be affected by these factors. Each evaluator 60 outputs its OPZ-specific heat transfer rate, which is summed by a summing device 62 to determine the total heat transfer rate 64. The summing device 62 combines the heat transfer for each OPZ zone to understand the total heat transfer to or from vehicle occupants 50. The total heat transfer to or from vehicle occupants 50 can then be used to calculate other scales to quantify the thermal comfort of vehicle occupants (e.g., OTS, EHT, predicted average vote (PMV), and predicted percentage of dissatisfaction (PPD), etc.), and then control the system accordingly.

[0066] The first OTS calculator 66A obtains the total heat transfer from the summing device 62 and calculates OTS_est, providing OTS_est as output 68A. The second OTS evaluator 66B determines the OTS_target for the vehicle occupants 50 and provides OTS_target as output 68B. The evaluator 66A makes the determination based on user preferences (e.g., from a graphical user interface) and / or the power budget used for the various microclimate thermal effectors 40.

[0067] The summing device 70 determines the difference between OTS_target and OTS_est to determine the OTS error 72, which the controller 44 uses to determine the setpoints of the various thermal effectors 40. The OTS mode module 74 determines whether each thermal effector 40 will provide heating or cooling based on the OTS error 72 and, further, on any temperature offset provided by the occupants (e.g., an OPZ-specific temperature offset). The offset will be discussed in more detail below.

[0068] Figure 5 This is a schematic diagram illustrating an example of the impact that solar load can have on OTS. For example... Figure 5As the example illustrates, when there is no solar load for a given external temperature, OTS_est is less than OTS_target, but when there is solar load, OTS_est may be greater than OTS_target. Therefore, solar load may cause vehicle occupants to feel warmer, and thus their thermal comfort may be lower than what they would feel without solar load. The effect of solar load on OTS_est is an example of how control software can use thermophysiology-based models to control the microclimate around each occupant by compensating for thermal disturbances.

[0069] Figure 6 It shows Figure 2 Flowchart 200 shows an example implementation of step 110. In one example, controller 44 is configured to execute the steps of flowchart 200. For each heat effector 40 associated with a given seating position of vehicle occupant 50, controller 44 determines a thermal regulation range including maximum and minimum comfort temperatures {t_max_comfort, t_min_comfort} and, if applicable, a flow rate setpoint range {v_min_comfort, v_max_comfort} (step 210). The preset thermal regulation range may differ between each OPZ 42 and between each heat effector 40 within each OPZ 42.

[0070] Maximum and minimum values ​​are determined based on thermophysiological models and / or empirical data, which typically indicate the desired thermoregulatory temperature for a given body region. For example, vehicle occupant 50 might find it more comfortable to keep their head and feet warmer than their back and thighs. Note that this control mechanism can be applied to any thermal effector in the vehicle, including HVAC or other auxiliary heating and cooling devices. In this way, the control software can coordinate a network of devices that may differ in different applications but can be operated with the same control scheme.

[0071] After determining the range of the highest and lowest comfort temperature setpoints in step 210, the controller 44 determines the nominal temperature setpoint (tSetNom) for each thermal effector 40 in the OPZ (step 212). For example, the nominal temperature setpoint for the OPZ can be used as the default temperature for the OPZ. Figure 6 In the example, this includes determining: the average of the highest and lowest comfort temperature setpoint ranges for the OPZ plus or minus the OTS error from step 208.

[0072] Figure 7 It shows the method for using based on Figure 4C The diagram shows an example arrangement for determining the corrected temperature setpoint using the OTS error 72. For example, Figure 7The diagram in the diagram can be used for execution Figure 6 Step 212. The OTS error 72 is provided to a proportional-integral-derivative (PID) controller 74, which is configured to analyze the OTS error 72 and provide an OTS error output 76 based on the proportional, integral, and derivative terms using known PID control techniques. In one example, each of these terms is unique for each effector. Integral term ( Figure 7 Not shown in the text, its characteristics include the accumulation of OTS error 72) and the differential term ( Figure 7 (Not shown in the text, characterized by the rate of change of OTS error 72 over time). The examples discussed below assume that the integral and derivative terms are 0, but it is understood that non-zero values ​​can be used for those terms using known PID control techniques.

[0073] A thermal adjustment range 77 is provided, including a maximum temperature (t_max_comfort) and a minimum temperature (t_min_comfort). For example, assume that t_max_comfort is 10°C for a specific OPZ 42, and t_min_comfort is 0°C for a specific OPZ 42. Box 78 determines the average value (5°C in this example), and box 80 determines the amplitude 82 of the range (10°C in this example). Box 84 determines the correction setpoint (tsetNom) 86 based on these inputs. In one example, box 84 uses Equation 3 below.

[0074]

[0075] Where u(1) represents the nominal set point;

[0076] u(2) represents the range; and

[0077] u(3) represents the OTS error output 76.

[0078] Using the example values ​​discussed above, u(1) will be equal to 5℃ and u(2) will be equal to 10℃. For ease of discussion, assume that the OTS error output 76 corresponding to u(3) is a 20% error (indicating that OTS_target is 20% higher than OTS_est). Using these values, tsetNom will be equal to (5 + (10*20) / (100)) or 7℃.

[0079] Refer again Figure 6The controller 44 determines whether the vehicle occupant 50 has provided a temperature setpoint offset (OPZ_TSoffset) for any OPZ 42 via the user interface (step 214). If no offset is provided, the OPZ_TSoffset for that OPZ is zero. For each thermal effector 40 associated with each OPZ 42 having a non-zero OPZ_TSoffset, the controller 44 calculates a personalized temperature setpoint (tSetPersonalized) by offsetting the nominal temperature setpoint (e.g., the default temperature setpoint) by that offset (step 216). If there is no offset for a particular OPZ 42, tSetPersonalized is the same as tSetNom.

[0080] If vehicle occupant 50 has an offset of +1°C, then using the example tsetNom above, tSetPersonalized can be calculated as 7 + 1 = 8°C. Conversely, if vehicle occupant 50 has an offset of -1°C, then tSetPersonalized can be calculated as 7 - 1 = 6°C. In this example, the default temperature of 5°C is the average of the highest and lowest temperatures, and the default temperature is adjusted based on the difference between OTS_target and OTS_est to obtain the target temperature of 8°C or 6°C.

[0081] For each thermal effector 40, the controller 44 compares the personalized temperature setpoint (tSetPersonalized) with the permissible thermal regulation range for the OPZ (step 218). This may correspond to an OEM-specific thermal regulation range for the OPZ, which may differ from the maximum and minimum comfort levels determined in step 210. For example, the OEM may not want to provide the full range of possible thermal regulation for a given thermal effector 40 and / or OPZ 42. If the personalized temperature setpoint exceeds a permissible limit (i.e., above the maximum temperature or below the minimum temperature), the personalized temperature setpoint is adjusted accordingly to tSetPersonalizedLimited (step 218) (e.g., by decreasing it). If tSetPersonalized is within the permissible thermal regulation range for the OPZ, then tSetPersonalizedLimited is the same as tSetPersonalized for the OPZ 42.

[0082] Controller 44 compares tSetPersonalizedLimited with the actual temperature (tActual) for a given OPZ 42 (step 220), and if they differ, adjusts the output temperature of each heat effector in OPZ 42 to reduce the difference between tActual and tSetPersonalizedLimited and / or achieve the target value (step 222). As mentioned above, tActual can be a direct measurement within the OPZ or it can be inferred from the temperature outside the OPZ 42.

[0083] In one example, step 222 is performed based on a gain table indicating the degree to which the thermal setpoint should be aggressively reached. For example, when occupants first enter the compartment 24 from a relatively cold temperature, they may want the temperature of their hands and / or necks to be higher than it would be 20 minutes after they entered the compartment. Furthermore, the adjustment of step 222 can be further based on OEM-specific instructions regarding the degree to which the thermal setpoint should be aggressively reached. For example, one OEM might want to approach the thermal setpoint more aggressively, while another OEM might want to reach it more conservatively (e.g., avoid overshooting the thermal setpoint).

[0084] The thermal regulation system 10 functions as a closed-loop system by using OPZ_TSoffset as feedback from vehicle occupant 50. In one example, although vehicle occupant 50 is able to personalize the thermal effects in a specific zone (OPZ), controller 44 still maintains the overall OTS because it measures / calculates the total heat transfer to the body. This allows for setting individual preferences for each zone and device while maintaining the correct OTS using a combination of all devices arranged according to vehicle occupant 50's preferences. Over time, these preferences can be learned while still allowing vehicle occupant 50 to adjust the overall OTS using the OTSset input to the thermal regulation system 10.

[0085] In one example, it can be executed Figure 6 The method simultaneously heats and cools the vehicle occupants 50 by using a first thermal effector 40 in the first OPZ (e.g., thermal effector 40A in OPZ 42A) based on a target temperature for the first OPZ being lower than a certain temperature of the first OPZ, and cooling the vehicle occupants 50 by using a second thermal effector 40 in the second OPZ (e.g., thermal effector 40E in OPZ 42E) based on a target temperature for the second OPZ being higher than a certain temperature of the second OPZ.

[0086] Figure 8 Examples of the maximum and minimum comfort thermal adjustment ranges for step 210 are shown. Figure 8As shown, each OPZ42A-E has an associated thermal regulation range 180A-E, and different OPZs have different thermal regulation ranges. For example, the highest and lowest temperatures of the head thermal regulation range 180A for OPZs are higher than the highest and lowest temperatures of the upper torso and hand thermal regulation ranges 180B and 180C, indicating that vehicle occupant 50 is generally considered to prefer higher temperatures in OPZ 42A than in OPZs 42B and 42C. A global thermal regulation range 182 is also provided, from which the global temperature setpoint discussed above can be determined. This can be used in "automatic" mode, whereby vehicle occupant 50 does not wish to provide fine control specifically for each OPZ 42, but rather desires the controller 44 to automatically control each OPZ 42 based on the global temperature setpoint.

[0087] Figure 9 An example graphical user interface (GUI) 90 is shown to provide customization for the thermal temperature setpoints in each OPZ 42. Instead of obscuring the precise temperature of each thermal regulation setpoint 182A-E for vehicle occupants 50, GUI 190 provides a graphical depiction of the setpoint 182 within each range 192A-E. The range 192A of GUI 190 is normalized so that each range appears to have the same upper and lower limits, whereas in reality the ranges may be as follows: Figure 8 The locations shown are different. By adding a specific one of the thermal regulation setpoints 182A-E, vehicle occupant 50 can introduce the temperature offset of step 214, thereby enabling controller 44 to provide thermal regulation personalization in each OPZ 42.

[0088] Vehicle occupant 50 can choose to disable all thermal effectors 40 for a given OPZ 42 by providing a disable command via GUI 190. Based on this disable command, controller 44 will disable the thermal effectors 40 for OPZ 42. In one example, controller 44 also resets any user occupant offsets for a given OPZ 42 based on the received disable command for OPZ 42. In one example, as described above, controller 44 adapts to user preferences by ranking each thermal effector 40. This may include lowering the ranking of a given effector when it is turned off.

[0089] In one example, if controller 44 determines that the offset error is generated (e.g., when the offset is determined, the system malfunctions), controller 44 resets the offset for a given effector. In another example, if the user introduces the same offset in each OPZ 42, controller 44 interprets this as a request to change the global temperature setpoint for vehicle compartment 24 and resets all offsets to zero.

[0090] although Figure 9 Not shown, but it should be understood that fan speed customization for microclimate thermal effectors using fans can also be provided via the same or another GUI 190. In one example, a fan speed offset is used to offset the default fan speed determined by controller 44, as... Figure 6 This is part of step 222. If the difference between tActual and tSetPersonalizedLimited is greater than a first threshold, the default fan speed may be higher, and if the difference is less than the threshold (indicating that tActual is closer to tSetPersonalized), the default fan speed may be lower. A fan speed offset can be provided to allow vehicle occupants 50 to customize the fan speed according to their preferences.

[0091] The preferences of vehicle occupants 50 (e.g., the + / - delta temperature provided as OPZ_TSoffset) can be interpreted as a decrease or increase in thermal regulation. However, in one example, if the preferences are large enough (e.g., they exceed a preset temperature threshold), the controller 44 of the thermal regulation system 50 interprets these preferences as an expectation of switching from heating to cooling for a specific OPZ with both heating and cooling functions, and vice versa. Because the thermal regulation system 10 is a closed-loop system, the overall OTS can still be maintained. The decision to switch from heating to cooling or vice versa is based on a comparison of the preference (OPZ delta temperature) with the tSet (e.g., tSetNom and / or tSetPersonalized) used for that specific area.

[0092] Figure 10 This is flowchart 300, which depicts an example method for providing thermal regulation to vehicle occupants 50. In one example, controller 44 is configured to execute the various steps in flowchart 300. (Reference) Figure 10 Step 302 determines (in step 302) a corresponding target temperature for each of a plurality of discrete OPZ 42, wherein each OPZ 42 is associated with a different occupant body region. The determination in step 302 is based on the difference between a first OTS and a second OTS, the first OTS indicating the target heat flux for vehicle occupant 50, and the second OTS indicating the assessed heat flux experienced by vehicle occupant 50, wherein the corresponding target temperature varies among the OPZ 42. An example of step 302 is provided in... Figure 6 The steps are shown as 210-218.

[0093] Thermal conditioning is provided in each OPZ 42 based on the target temperature for OPZ 42 (step 304). Providing thermal conditioning in step 304 includes utilizing at least one thermal effector 40 in the OPZ 42.

[0094] The temperature offset value for a specific OPZ 42 is received from vehicle occupant 50 (step 306). An example of step 306 is shown in... Figure 6 This is shown as step 214. For example, it can be used... Figure 9 The GUI 190 is used to receive the temperature offset value. The target temperature for a specific OPZ 42 is adjusted based on the temperature offset value (step 308). For example, the determination in step 302, the provisioning in step 304, and the adjustment in step 308 can be iteratively repeated in multiple iterations, using the same temperature offset during each of the multiple iterations.

[0095] Although the above discussion focused on a single vehicle occupant 50, it should be understood that method 100 can be performed for multiple additional vehicle occupants (e.g., front-seat passengers, one or more rear-seat passengers, etc.). Each occupant has their own OPZ, which can be individually controlled based on one or more of the following: a profile for the additional occupant, the additional occupant's position in the vehicle (e.g., rear-seat passengers are unlikely to be subject to solar load), the specific heat effector available to the additional occupant, and the thermal offset introduced by the additional occupant for their respective OPZ.

[0096] Although exemplary embodiments have been disclosed, those skilled in the art will recognize that certain modifications will fall within the scope of this disclosure. Therefore, the following claims should be studied to determine the scope and content of this disclosure.

Claims

1. A method for providing thermal regulation for the occupants of a vehicle, comprising: A target temperature is determined for each of a plurality of discrete occupant personalized zones (OPZs), each OPZ being associated with a different occupant body region. The determination is based on the difference between a first overall thermal sensation temperature (OTS) and a second OTS, the first OTS indicating a target heat flux for the occupant and the second OTS indicating the heat flux experienced by the occupant as assessed. The corresponding target temperature varies between the OPZs. The determination includes determining a plurality of discrete OTS values ​​corresponding to the assessed heat flux in a respective of the plurality of OPZs and calculating the second OTS based on the plurality of discrete OTS values. Thermal regulation is provided in each OPZ based on a target temperature for the OPZ, the provision including the use of at least one thermal effector in the OPZ; Received a temperature offset value from the occupant for a specific OPZ; The target temperature for a specific OPZ is adjusted based on the temperature offset value. The target temperature to be adjusted is compared with at least one of the highest permissible target temperature for OPZ and the lowest permissible target temperature for OPZ; and The temperature offset value is reduced based on the adjusted target temperature being either above the highest permissible target temperature for OPZ or below the lowest permissible target temperature for OPZ.

2. The method according to claim 1, comprising: Received a command from the crew to disable one or more OPZs; as well as Based on the received disable command: Disable one or more OPZs based on the disable command; or The temperature offset value for a specific OPZ is reset based on the disable command.

3. The method according to claim 1, comprising: Determine the temperature in each OPZ; Wherein, for each OPZ, providing thermal regulation in the OPZ includes regulating the output of the at least one thermal effector in the OPZ to reduce the difference between the determined temperature and the target temperature for the OPZ.

4. The method according to claim 3, wherein, The provision of thermal regulation in each OPZ includes: Based on the fact that the target temperature for the first OPZ is lower than a determined temperature of the first OPZ, heating is provided to the occupants using a first thermal effector in the first OPZ; and Based on the fact that the target temperature for the second OPZ is higher than the determined temperature of the second OPZ, the occupants are cooled using the second thermal effector in the second OPZ. The heating and cooling processes are performed simultaneously.

5. The method according to claim 3, wherein, The provision of thermal regulation in each OPZ includes: Determine the ranking of each heat effector; and The temperature setpoint for each OPZ is further determined based on the relative ranking of each thermal effector in the OPZ.

6. The method according to claim 1, wherein, The determination of the corresponding target temperature for each OPZ includes: Determine at least one preset thermal conditioning range for each effector in each OPZ, the preset thermal conditioning range including a maximum temperature and a minimum temperature; Based on the highest and lowest temperatures, a default temperature is determined for the OPZ, which is within a preset thermal regulation range; and The default temperature is adjusted based on the difference between the first OTS and the second OTS to obtain the target temperature.

7. The method according to claim 6, wherein, The at least one preset thermal regulation range also includes a maximum airflow rate and a minimum airflow rate.

8. The method according to claim 6, wherein, The preset thermal adjustment range varies between each OPZ and between each heat effector in each OPZ.

9. The method according to claim 6, wherein, The method of adjusting the default temperature based on the difference between the first and second OTS to obtain the target temperature includes: The nominal temperature setpoint is determined based on the difference between the first OTS and the second OTS, the default temperature, and the range of the preset thermal regulation range. Based on the fact that the first OTS is greater than the second OTS, the default temperature is increased by the value derived from the nominal temperature setpoint; and The default temperature is lowered from the nominal temperature setpoint based on the fact that the first OTS is less than the second OTS.

10. The method according to claim 1, wherein, The plurality of OPZs includes at least three of the following: head area, seat back area, seat cushion area, hand / arm area, and foot / leg area.

11. The method according to claim 1, wherein, The heating effectors for the plurality of OPZs include climate-controlled seats, neck adjusters mounted in the headrests or upper seat backs, climate-controlled headliners, heated steering wheels, heated gear shifters, heated door panels, heating pads, convective heating effectors capable of generating or cooling heat located in the seat backs or pads, and at least three of the following in a small compression system.

12. The method according to claim 11, wherein, At least one of the heat effectors is a convection heat effector including a fan, and the method includes: Determine the default fan speed for the fan; and The default fan speed is adjusted based on the fan speed offset received from the occupants.

13. The method according to claim 1, comprising: Determine the thermal balance for the occupants; as well as The first OTS is determined based on thermal equilibrium.

14. The method of claim 1, further comprising iteratively repeating the determination, the provision, and the adjustment in a multi-iteration manner, while using the same temperature offset value during each of the multi-iterations.

15. A thermal control system, comprising: Multiple thermal effectors are arranged in multiple discrete occupant personalized regions (OPZs) that are respectively associated with different parts of the occupant's body region, such that each OPZ includes at least one thermal effector. and The controller is configured as follows: The target temperature for each OPZ is determined based on the difference between a first overall thermal sensation OTS and a second OTS, wherein the first OTS indicates the target heat flux for the occupant and the second OTS indicates the heat flux currently experienced by the occupant, wherein the corresponding target temperature varies between OPZs, and wherein the determination includes determining a plurality of discrete OTS values ​​corresponding to the heat flux assessed in a respective one of a plurality of OPZs and calculating the second OTS based on the plurality of discrete OTS values; Based on at least one thermal effector in each OPZ for target temperature control; Received a temperature offset value from the occupant for a specific OPZ; The target temperature for a specific OPZ is adjusted based on the temperature offset value. The target temperature to be adjusted is compared with at least one of the highest permissible target temperature for OPZ and the lowest permissible target temperature for OPZ; and The temperature offset value is reduced based on the adjusted target temperature being either above the highest permissible target temperature for OPZ or below the lowest permissible target temperature for OPZ.

16. The thermal control system according to claim 15, wherein, The controller is configured as follows: The temperature offset value for the specific OPZ is reset based on the occupant disabling at least one thermal effector in the specific OPZ.

17. The thermal control system according to claim 15, wherein, To determine the corresponding target temperature for each OPZ, the controller is configured to: Determine a preset thermal regulation range for each OPZ, the preset thermal regulation range including a maximum temperature and a minimum temperature, wherein the preset thermal regulation range varies between each OPZ; Based on the highest and lowest temperatures, a default temperature for OPZ is determined, wherein the default temperature is within the preset thermal regulation range; and The default temperature is adjusted based on the difference between the first OTS and the second OTS to obtain the target temperature.

18. The thermal control system according to claim 17, wherein, To adjust the default temperature based on the difference between the first OTS and the second OTS to obtain the target temperature, the controller is configured as follows: The nominal temperature setpoint is determined based on the difference between the first OTS and the second OTS, the default temperature, and the range of the preset thermal regulation range. Based on the fact that the first OTS is greater than the second OTS, the default temperature will be increased by the value derived from the nominal temperature setpoint. as well as The default temperature is lowered from the nominal temperature setpoint based on the fact that the first OTS is less than the second OTS.

19. The thermal control system according to claim 15: in, The controller is configured to determine the temperature in each OPZ; as well as In order to control the at least one thermal effector in each OPZ based on the target temperature for the OPZ, the controller is configured to adjust the output of the at least one thermal effector in the OPZ to reduce the difference between the determined temperature and the target temperature for the OPZ.

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