Methods for estimating surface temperatures

Abstract

The present disclosure relates to a method for estimating a surface temperature of a trim layer. The method includes determining a first thermal conductivity and a second thermal conductivity. The method includes calculating a rate of change of the surface temperature based on the first and second thermal conductivities and optionally one or more additional thermal conductivities. The method includes updating an estimated surface temperature of the trim layer from a previous program cycle based on the rate of change of the surface temperature and the estimated surface temperature of the trim layer from the previous program cycle.

Description

[Technical field]

[0001] The present disclosure relates to a method for estimating the temperature of a surface, the estimated surface temperature being utilized to control the operation of a thermal effector. [Background technology]

[0002] Some climate-enabled vehicle systems operate under a set of predetermined discrete set points that are selected by the occupant through the actuation of buttons, dials, and the like. One drawback to these systems is the inability to adjust the temperature between set points. Another drawback is that the temperature set points change continuously while the vehicle is operating.

[0003] To address these challenges, some climate-enabled vehicle systems employ sensors that monitor parameters such as thermal effector temperature, blower speed, exterior temperature, solar radiation, cabin air temperature, humidity, and number of occupants in the vehicle. Setpoints selected by the occupants are then correlated with these parameters via look-up tables, and thus the operation of the thermal effectors (e.g., the duty cycle of a heater mat) is dictated by both the setpoints and the parameters. These systems operate under a finite number of predefined scenarios. One drawback to these systems is the large calibration effort that is undertaken to address possible scenarios to which the vehicle may be exposed. As an example, the systems are typically calibrated to address driving in different seasons, geographic climates, weather conditions, etc. Moreover, calibrations are performed for each make, model, year, and trim level of the vehicle due to the different effects that such parameters, including the amount and location of thermal effectors, have on different vehicle builds.

[0004] Typically, sensors and thermal effectors are calibrated individually. Thus, calibration is performed for each individual effector. Due to this individual treatment, the thermal effectors typically do not communicate with each other to cooperate in regulating the vehicle or energy usage. Therefore, when a surface is regulated by multiple thermal effectors, the ramp up to the setpoint temperature is typically advanced slowly and with great care so as not to cause discomfort to the occupants.

[0005] Similarly, because the calibration addresses cabin air temperature rather than surface temperature, operation of the thermal effectors is carefully performed to avoid overheating or overcooling occupants, which could cause discomfort, and therefore the time it takes for surfaces to reach the selected setpoint temperature is longer than it would otherwise be.

[0006] Some climate-enabled vehicle systems calibrate thermal effectors to a particular cabin air temperature. However, the cabin air temperature does not accurately characterize the temperature felt at a surface by the occupants and is subject to constant fluctuations. Providing sensors in close proximity to a surface may detect the temperature felt at that surface, but presents several challenges. Repeatable accuracy and precision in the location of these sensors may be required for the operation of the thermal effectors to work with the calibration of the system. However, consistent location of these sensors may be difficult in the manufacturing process. Moreover, the automotive industry is interested in reducing costs, so additional sensors with their attendant costs are typically not a convenient solution. Sensors provided in or on compressible layers, such as spacer layers in seats, may be felt by the occupants, negatively impacting comfort. Additionally, the compressible layers may be repeatedly worn down by exposure to the sensors, which may compromise the integrity of the sensors over time.

[0007] There is a need for a method to accurately and precisely estimate the temperature felt at a surface by an occupant.

[0008] There is a need for a method for estimating surface temperature utilizing existing sensor and / or controller hardware.

[0009] There is a need for a method that provides control over the dynamic surface temperature of a thermal effector that is not constrained by a predetermined set point.

[0010] There is a need for a method that eliminates the need to populate lookup tables at calibration.

[0011] There is a need for a method that provides coordination between thermal effectors to coordinate common surface and shared energy utilization.

[0012] There is a need for a method that provides quicker attainment of a crew-selected set point (eg, temperature) as compared to conventional methods. Summary of the Invention [Problem to be solved by the invention]

[0013] The present disclosure provides a method that may address at least a portion of the needs identified above. The method may be for estimating a surface temperature of a trim layer of a vehicle component. [Means for solving the problem]

[0014] The method can include determining a first thermal conductivity rate to or from the trim layer. The first thermal conductivity rate can be based on a first temperature applied to the trim layer.

[0015] The method can include determining a second thermal conductivity to or from the trim layer. The second thermal conductivity can be based on a second temperature applied to the trim layer.

[0016] The method may include calculating a rate of change of the surface temperature, the rate of change may be based on the first and second thermal conductivities and optionally one or more additional thermal conductivities.

[0017] The method may include updating an estimated surface temperature of the trim layer from a previous program cycle based on the surface temperature and a rate of change of the estimated surface temperature of the trim layer from the previous program cycle.

[0018] The first temperature may be applied by a layer of material adjacent to the trim layer. The layer of material may be a spacer layer of a vehicle seat. The layer of material may be a cushion layer of a steering wheel and / or a transmission.

[0019] The method may include obtaining a first temperature and obtaining an estimated surface temperature of the trim layer from a previous program cycle. The first thermal conductivity may be calculated from a difference between the first temperature and the estimated surface temperature of the trim layer from a previous program cycle, a thermal resistance, a surface area through which thermal conduction occurs, or any combination thereof. If a previous program cycle value is not available, the estimated surface temperature of the trim layer may be substituted with a temperature sensed by a local sensor.

[0020] The method can include obtaining an occupancy state of the vehicle component, where the occupancy state can affect a thermal resistance utilized in determining the first thermal conductivity rate.

[0021] The method can include obtaining an occupancy state of the vehicle component. The occupancy state can determine whether the second temperature is applied by an occupant and / or cabin air.

[0022] If the second temperature is applied by cabin air, the method may include obtaining the second temperature, which may be the cabin air temperature, and obtaining an estimated surface temperature of the trim layer from a previous program cycle. The second thermal conductivity may be calculated from the difference between the second temperature and the estimated surface temperature of the trim layer from the previous program cycle, the thermal resistance, the surface area through which the thermal conduction occurs, or any combination thereof. If a previous program cycle value is not available, the estimated surface temperature of the trim layer may be substituted with a temperature sensed by a local sensor. The thermal resistance may be that of free convection air.

[0023] If the second temperature is applied by the occupant, the method may include obtaining the second temperature, which may be the temperature of the occupant's skin, and obtaining an estimated surface temperature of the trim layer from a previous program cycle. The second thermal conductivity may be calculated from the difference between the second temperature and the estimated surface temperature of the trim layer from the previous program cycle, the thermal resistance, the surface area through which thermal conduction occurs, or any combination thereof. If a previous program cycle value is not available, the estimated surface temperature of the trim layer may be substituted with a temperature sensed by a local sensor. The thermal resistance may be the total thermal resistance between the occupant's skin and the surface, the thermal resistance of clothing, or both.

[0024] If the second temperature is applied by a passenger, the method may include determining a third thermal conductivity to or from the trim layer based on the third temperature applied to the trim layer. The second temperature may be applied to one or more first portions of the vehicle component by a passenger, and the third temperature may be applied to one or more second portions of the vehicle component by cabin air.

[0025] The method may include obtaining a third temperature, which may be a cabin air temperature, and obtaining an estimated surface temperature of the trim layer from a previous program cycle. The third thermal conductivity may be calculated from a difference between the third temperature and the estimated surface temperature of the trim layer from the previous program cycle, a thermal resistance, a surface area through which heat transfer occurs, or any combination thereof. If a previous program cycle value is not available, the estimated surface temperature of the trim layer may be substituted with a temperature sensed by a local sensor.

[0026] The method may include obtaining a ratio of occupied surface area to unoccupied surface area and determining a ratio of second and third thermal conductivities resulting from the second and third temperatures.

[0027] The temperature of the occupant's skin may be assumed to be a fixed value within the normal range of human skin temperature (e.g., 33°C to 37°C) and / or may be dynamically estimated.

[0028] The vehicle components may include a steering wheel, a transmission, a seat, a headrest, a door panel, an instrument panel, a headliner, a center console, a floor, the like, or any combination thereof.

[0029] The material layer may be in thermal communication with one or more thermal effectors. The method may include determining a thermal conductivity between the one or more thermal effectors and the material layer based on a temperature of the one or more thermal effectors. When two or more thermal effectors are employed, one or more additional thermal conductivities may be attributed to the second and any additional thermal effectors.

[0030] The temperature of the one or more thermal effectors may be an input provided by a sensor, which may include a negative temperature coefficient (NTC) resistor, a resistance temperature detector (RTD), a thermocouple, a semiconductor type sensor, the like, or any combination thereof. [Brief description of the drawings]

[0031] [Figure 1] 1 shows a flow diagram of the method of the present disclosure. [Diagram 2] 1 shows a flow diagram of the method of the present disclosure. [Diagram 3] 1 illustrates a vehicle component according to the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0032] Introduction

[0033] The present disclosure provides a method for dynamically estimating the temperature of a surface. 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, i.e., an exposed, visible surface of the vehicle that is commonly contacted by occupants (e.g., leather or fabric on a seat). The vehicle component may include any component that is contacted by an occupant. The vehicle components provided herein are presented by way of example, not limitation. The surface may exchange heat with one or more thermal effectors, one or more material layers, an occupant, cabin air, a radiant heat source, or any combination thereof.

[0034] A vehicle component may include, but is not limited to, a steering wheel, a transmission, a seat, a head rest, a door panel, an instrument panel, a center console, a floor, or any combination thereof. A vehicle component may be any component within the cabin of a vehicle. A vehicle component may be climate controlled, i.e., the component may be heated and / or cooled to provide comfort to an occupant.

[0035] Non-limiting examples of climate-controlled steering wheels are described in U.S. Patent Nos. 6,727,467 B1 and 9,399,480 B2, which are incorporated herein by reference for all purposes. Non-limiting examples of climate-controlled transmissions are described in U.S. Patent No. 9,298,207 B2, which are incorporated herein by reference for all purposes. Non-limiting examples of climate-controlled seats are described in U.S. Patent Nos. 7,338,117 B2 (describing ventilated seats) and 7,196,288 B2 (describing conductively heated seats), which are incorporated herein by reference for all purposes. Non-limiting examples of climate-controlled headrests are described in U.S. Patent No. 9,333,888 B2, which are incorporated herein by reference for all purposes.

[0036] The temperature of the surface may be regulated by one or more thermal effectors ("effectors"). The thermal effectors may be conductive devices. The conductive devices may generate heat that is ultimately conducted to the surface contacted by the occupant. The conductive devices may absorb heat from their surroundings that ultimately absorb heat from the surface contacted by the occupant.

[0037] A non-limiting example of a conductive device is described in US Pat. No. 9,657,963 B2 (describing a heater mat), which is incorporated herein by reference for all purposes.

[0038] Heating and / or cooling may be accomplished by the operation of one or more resistive elements, thermoelectric devices, or both. Heating and / or cooling may utilize a fluid medium (e.g., air) that transfers heat to and / or from the occupant, vehicle components, or both. Non-limiting examples of resistive elements are described in U.S. Patent No. 9,657,963 B2, which is incorporated herein by reference for all purposes. Non-limiting examples of thermoelectric devices are described in U.S. Patent No. 9,857,107 B2, which is incorporated herein by reference for all purposes.

[0039] The thermal effector may be controlled to provide heating or cooling corresponding to an operating mode and / or a setpoint temperature. The operating mode and / or setpoint temperature may be determined by occupant actuation of one or more knobs, buttons, dials, toggles, switches, the like, or any combination thereof, which may be otherwise referred to herein as a human-machine interface. The operating mode and / or setpoint temperature may be determined by an autonomous control system. These systems may address one or more sensor inputs and autonomously adjust the setpoint via one or more controllers. The operating mode may be ON or OFF. The thermal effector may be operated by a duty cycle (e.g., pulse width modulation, constant current control, or the like). The duty cycle may ramp up to reach the setpoint temperature and then maintain that setpoint temperature at least until the operating mode is changed or the setpoint temperature is changed at the command of the occupant and / or the autonomous control system. The duty cycle may operate according to the difference between the dynamically estimated surface temperature and the setpoint temperature.

[0040] The dynamic temperature estimation of the present disclosure addresses the complex system of heat exchanges occurring throughout the vehicle. External temperature, humidity, solar radiation, occupant body temperature, cabin air temperature, and / or vehicle component temperatures may contribute to such heat exchanges. Moreover, these parameters may change over time due to the operation of thermal effectors and / or environmental changes within and / or outside the vehicle. In particular, the present disclosure is concerned with heat exchanges that originate from or are ultimately transferred to the occupant's body. In this manner, thermal comfort may be provided to the occupant. One exemplary model of heat transfer to the human body in a temporary, non-uniform environment is described in Huizenga et al., A model of human physiology and comfort for assessing complex thermal environments, Center for Environmental Design Research, University of California, Berkeley, CA 94720-1839.

[0041] The dynamic estimation may be based on the laws of physics. One or more thermal conductivities may be calculated and the surface temperature may be estimated based on the thermal conductivities. The thermal conductance between two media is generally based on a temperature difference between the two media, a surface area across which the heat transfer is occurring, one or more thermal resistance coefficients, or any combination thereof.

[0042] The disclosed method can estimate the temperature of the surface and continuously update the temperature estimate. Therefore, the disclosed method can adapt to continuously changing ambient cabin conditions. The disclosed method can adapt in real time to provide consistent thermal comfort to the occupants.

[0043] The present disclosure provides a unique method that may rely on input from existing sensors that measure the temperature of a thermal effector, sensors that detect the presence of an occupant, any other existing sensors in the vehicle, or any combination thereof. The temperature sensors may include negative temperature coefficient (NTC) resistors, resistance temperature detectors (RTDs), thermocouples, semiconductor type sensors, or any combination thereof. Thus, the method of the present disclosure may not require a temperature sensor to be placed on or in close proximity to the surface being temperature conditioned. Non-limiting examples of occupancy sensors are described in U.S. Patent No. 7,205,902 B2 (describing sensors used in airbag deployment), which is incorporated herein by reference for all purposes. Non-limiting examples of occupancy sensors that detect occupant contact with a vehicle component (e.g., steering wheel or transmission) are described in U.S. Patent No. 9,266,454 B2 (describing, e.g., capacitance sensors, pressure sensors, etc.), which is incorporated herein by reference for all purposes.

[0044] The dynamic estimation may be based on a relatively small set of pre-defined values, as compared to conventional methods and systems. These values ​​may include thermal resistance, thermal capacitance, surface area, ratio of occupied surface area to unoccupied surface area, or any combination thereof. These values ​​are not limiting and others may be implemented according to the present disclosure. These values ​​may be stored in a temporary or non-transitory memory storage medium.

[0045] The dynamic estimation may calculate one or more thermal conductivities based on one or more of the aforementioned inputs. The thermal conductivities may include those between cabin air and a surface, between an occupant and a surface, between a spacer layer and a surface, between one or more thermal effectors and a material layer, between a first material layer and a second material layer, between a radiant heat source and a surface, or any combination thereof. These thermal conductivities are not limiting and other thermal conductivities may be realized by the present disclosure.

[0046] The dynamic estimation may employ one or more look-up tables, transfer functions, equations, or any combination thereof. Preferably, the dynamic estimation may be determined by one or more equations and / or transfer functions that characterize the physical principles of heat transfer between media. The equations and / or transfer functions may be provided with inputs by sensors, calculations from previous program cycles, pre-defined values ​​(e.g., thermal resistance and surface area), or any combination thereof. The sensor inputs may be obtained in real time. Previous program calculations and / or pre-defined values ​​may be obtained from a temporary or non-transitory memory storage medium.

[0047] The disclosed method may bridge the gap between analytical theory and practical applications. In this regard, some approximations and / or assumptions may be made to the real-world operation of thermal effectors to align with analytical theory. The concept of lumped capacitance may be adopted for this purpose. That is, a three-dimensional solid body experiencing a changing thermal environment may be assumed to be of uniform bulk temperature, thus ignoring temperature gradients across the thickness of the body.

[0048] Estimation, as used herein, may mean calculation of a parameter, with the understanding that the results of such calculations may not correspond exactly to an actual value (e.g., the temperature of a surface). Thus, the results of such calculations may be estimates of the actual value. The systems and methods of the present disclosure may provide estimates that deviate from the actual value by no more than about 10%, more preferably no more than 5%, or even more preferably no more than 1%.

[0049] Any of the calculation, dynamic estimation, storing, transmitting, and / or obtaining steps recited herein may be performed by one or more controllers. The controllers may include one or more dedicated effector controllers, vehicle controllers, or both. The calculations and dynamic estimations may be performed by one controller or distributed among multiple controllers. Any non-transient values ​​(e.g., predetermined values) or inputs may be stored locally on the controller and / or remotely from the controller. Any inputs calculated or estimated from a previous program cycle may be stored locally on the controller and / or remotely from the controller. Any inputs from one or more previous program cycles may be temporarily stored on the controller and / or remotely from the controller. Any calculated or estimated inputs from one or more previous program cycles may be replaced or updated by inputs calculated or estimated from the current program cycle. The foregoing is applicable to all embodiments.

[0050] Any communication or transmission between different controllers, sensors, and / or other devices may be via a local interconnect network (LIN) bus. Communication or transmission may occur from a sensor to a controller, from a controller to another controller, between one or more thermal effectors and one or more controllers, or any combination thereof. By way of example and not limitation, an occupancy sensor may transmit an occupancy status to a vehicle controller, which may then transmit an occupancy signal to a dedicated effector controller. The foregoing is applicable to all embodiments.

[0051] Vehicle, as used herein, may refer to any automobile, recreational vehicle, watercraft, aircraft, the like, or any combination thereof. Although the present disclosure describes the conditioning of vehicles and their surfaces, the teachings herein may be adapted to any space that is conditioned with surfaces that may be in direct and / or radiative thermal communication with the individual. By way of example, the teachings may be applied to furniture (e.g., chairs and beds), buildings, the like, or any combination thereof.

[0052] Dynamic Estimation of Surface Temperature

[0053] The method is to measure the surface temperature of the trim layer (T est The surface temperature may include dynamically estimating a thermal conductivity between the material layer and the trim layer. The surface temperature may be dynamically estimated based on a thermal conductivity of the trim layer to or from one or more surrounding media. The surface temperature may include dynamically estimating a thermal conductivity between the material layer and the trim layer.

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[0054] Change in trim layer temperature per unit time

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[0055] With a known program cycle time (t) (e.g., 1 second or less, 50 milliseconds or less, 30 milliseconds or less, or even 10 milliseconds or less), the temperature change over the cycle duration (ΔT) can be determined from the temperature change of the trim layer per unit time according to the following formula:

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[0056] The temperature change is calculated by the estimated surface temperature of the trim layer (T est ) to obtain the initial or previous surface temperature (T (n-1) ) according to the formula:

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[0057] The initial or previous surface temperature may be assumed to be equal to the temperature sensed by local sensors at start-up. These sensors may include those located within the cabin, on heating elements, in vent exhausts, or otherwise. Any sensor located within the vehicle may provide the temperature at start-up. After start-up, the initial or previous surface temperature may be an estimated surface temperature from a previous program cycle.

[0058] The estimated surface temperature of the trim layer may be employed in the operation of one or more effectors, i.e., power cycles and / or ON / OFF commands of thermal effectors may be controlled based on the dynamic estimation of the surface temperature.

[0059] Thermal conductivity between material layer and trim layer

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[0060] Thermal conductivity between the thermal effector and the material layer

[0061] An occupant may sit on and / or contact one or more surfaces of a climate-controlled vehicle component. Moreover, one or more surfaces may radiate heat toward the occupant. These surfaces may alternatively be referred to herein as trim layers. Typically, the thermal effector is separated from the trim layer by one or more layers of material. The material layers may include one or more fabrics, films, leathers, foams, meshes, air pockets, the like, or any combination thereof.

[0062] When one or more thermal effectors act on a surface, or a sublayer thereof, that is not typically contacted by an occupant, the surface may be adapted to radiate heat to the surface, one or more occupants, or both, and the methods taught herein may be similarly applied to these surfaces.

[0063] Typically, one or more spacer layers may separate the thermal effector from the trim layer, and the spacer layers may function to protect the thermal effector, provide comfort to the occupants, and regulate the rate of heat transfer from the thermal effector, depending on the material and thickness of the spacer layer, or any combination thereof.

[0064] As previously discussed, the dynamic estimation of the surface temperature may be based at least in part on a thermal conductivity between a material layer and a trim layer, the material layer being disposed adjacent to the trim layer. To determine this thermal conductivity, a thermal conductivity between one or more thermal effectors and the material layer may be determined.

[0065] Although the present disclosure discloses an arrangement of one material layer (e.g., a spacer layer) disposed between the thermal effector and the trim layer, other layer arrangements are contemplated by the present disclosure. As an example, a film may be disposed between the material layer and the trim layer. The present disclosure contemplates the determination of thermal conductivity between the layers disclosed herein and any other layer that may be included within the vehicle component. Understanding that the thermal conduction disclosed herein is between two adjacent and / or contacting layers, the same principles may be applied to any number of material layers disposed between the thermal effector and the trim layer. That is, the thermal conductivity between two material layers may be determined based on the temperature of the material layers, the surface area through which heat is conducted, one or more thermal resistances, or any combination thereof. Any dynamic estimation of the temperature of either material layer may be performed in a manner similar to, for example, the dynamic estimation of surface temperature described herein.

[0066] Additionally, the present disclosure contemplates a thermal effector disposed in direct contact with the trim layer, in which arrangement the thermal conductivity between the thermal effector and the trim layer may be calculated in accordance with the present teachings.

[0067] The method further comprises determining the thermal conductivity between a thermal effector (e.g., a heater mat) and a layer of material.

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[0068] The method includes measuring the temperature of the thermal effector (T eff ) and the temperature of the material layer (T material). The temperature of the thermal effector may be provided by input from one or more sensors (e.g., NTC sensors). The temperature of the thermal effector may be determined at soak, i.e., when the maintained setpoint temperature of the previous cycle is achieved after a temperature increase. The temperature of the material bed may be assumed to be equal to the temperature sensed by a local sensor at vehicle startup. The temperature of the material bed may be provided after startup by dynamic estimation from a previous program cycle as taught herein.

[0069] The method may include obtaining an occupancy status. The occupancy status may characterize whether an occupant is in a seat. The occupancy status may characterize whether an occupant is in contact with a climate controlled vehicle component (e.g., a steering wheel). The occupancy status may be provided by the vehicle using existing sensors, such as an occupancy status sensor for airbag deployment. The occupancy status may be related to thermal resistance, as described below.

[0070] The method of the present disclosure may be performed on an unoccupied seat and / or other climate-controlled vehicle component not currently being touched by an occupant. The method of the present disclosure may be performed regardless of whether an ON command is provided to a thermal effector in the seat and / or other climate-controlled vehicle component. In this manner, the initial surface temperature may be known whenever an occupant enters the vehicle and / or touches a vehicle component. This may be useful for vehicles that are pre-conditioned (e.g., vehicles with auto start) and / or for occupants who enter the vehicle at some point after start-up (e.g., picking up children from school).

[0071] The method may include obtaining a thermal resistance (R). The thermal resistance is a predetermined value. The thermal resistance may be unique for different materials, layer thicknesses, and the like. Thus, different makes, models, and years with different vehicle component builds may be associated with unique thermal resistances. The thermal resistance may be obtained from a memory storage medium. The thermal resistance may be obtained from a look-up table. The obtained thermal resistance may reflect whether the seat is occupied or unoccupied. An occupant may compress one or more layers in the seat through which heat is conducted (e.g., spacer layers), while an unoccupied seat may not be compressed. Thus, the thermal resistance (R) of an occupied seat may be determined. occ ) is the thermal resistance of the unoccupied sheet (R unocc ) Typically, for climate-enabled vehicle components that are not compressed by an occupant (e.g., a steering wheel), the thermal resistance utilized in this method may not change due to occupancy.

[0072] The method is based on the surface area through which heat transfer occurs (A surf The method may include obtaining a surface area (SAR) of the thermal effector. The surface area may be indicated by a shape of the thermal effector. The surface area may be a predetermined value. The surface area may be stored in a memory storage medium.

[0073] The method further comprises determining a thermal conductivity between the thermal effector and the layer of material.

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[0074] One or more thermal effectors may exchange heat with the same material layer. As an example, a first thermal effector may exchange heat with the left side of a layer and a second thermal effector may exchange heat with the left side of the same layer. As another example, two or more thermal effectors may be stacked one on top of another. Two or more, three or more, or even four or more thermal effectors in a stacked arrangement or otherwise operating in concert on the same layer may be contemplated by the present teachings. In the case of multiple effectors, the thermal conductivity of the additional effectors is determined according to the methods described above and herein.

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[0075] For an arrangement of side-by-side thermal effectors (e.g., left and right), a dynamic estimation of the temperature of the material layer, as provided herein below, may be

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[0076] For stacked thermal effector arrangements, the thermal effectors may be treated as discrete layers. That is, the thermal conductivity from the first thermal effector to the second thermal effector may be calculated in a similar manner as provided above. The thermal conductivity from the second effector to the material layer may then be calculated as provided above. Moreover, dynamic estimation of the temperature of the material layer in this scenario may also be based on the thermal conductivity of the second thermal effector and any number of other thermal effectors.

[0077] Dynamic estimation of temperature in material layers

[0078] The method comprises determining the temperature of the material layer (T materialThe temperature of the material layer may include dynamically estimating the thermal conductivity between the thermal effector and the material layer, as disclosed previously herein. That is, after this value is initially determined, it may be utilized by subsequent program cycles. The temperature of the material layer may be assumed to be the temperature sensed by a local sensor upon start-up of the vehicle. The temperature of the material layer may be employed to determine the thermal conductivity between the material layer and the trim layer, as disclosed later herein. The temperature of the material layer may be provided by dynamic estimation as taught herein.

[0079] The temperature of the material layer is determined by the thermal conductivity between the thermal effector and the material layer.

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[0080] The thermal conductivity to the thermal effector may be determined as disclosed earlier herein. The thermal conductivity to the trim layer or another layer may be determined as disclosed later herein.

[0081] The method may include obtaining a thermal capacitance. The thermal capacitance may be a predetermined value. The thermal capacitance may be unique for different materials, layer thicknesses, and the like. Thus, different makes, models, and years with different vehicle component builds may be associated with unique thermal capacitances. The thermal capacitance may be obtained from a memory storage medium.

[0082] The method may include obtaining a time between program cycles. The program cycle time may be constant or may vary. The program cycle time may be obtained from a memory storage medium. The program cycle time may be determined by a timer.

[0083] The method may include obtaining a previous temperature of the material layer. The previous temperature of the material layer may be obtained from a previous program cycle. The previous temperature of the material layer may be assumed to be equal to a temperature sensed by a local sensor upon start-up of the vehicle.

[0084] The temperature of the material layer may be taken into account in the following calculations.

[0085] Thermal conductivity between a material layer and a trim layer, or between a material layer and another material layer

[0086] The method includes determining a thermal conductivity between a material layer and a trim layer or another material layer.

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[0087] Typically, one or more layers of material (e.g., spacer layers) may be disposed between the thermal effector and the trim layer. For vehicle components having two or more layers of material therebetween, the thermal conductivity may be determined sequentially according to the methods herein to ultimately determine the thermal conductivity between the trim layer and a layer of material adjacent to the trim layer.

[0088] The method comprises determining the temperature of the material layer (T material ) and the trim layer temperature (T trim ) The temperature of the material layer determined previously herein may be employed in the calculation of the thermal conductivity for the trim layer. The temperature of the material layer may be assumed to be equal to the temperature sensed by the local sensor at the start of the vehicle. The temperature of the trim layer may be provided by dynamic estimation as taught herein. The temperature of the trim layer may be assumed to be equal to the temperature sensed by the local sensor at the start of the vehicle.

[0089] The method may include obtaining an occupancy state, which, as previously described herein, may determine which thermal resistance (R) value should be employed by the method.

[0090] The method may include obtaining a thermal resistance as previously described herein. The thermal resistance may be obtained from a memory storage medium. The thermal resistance may be obtained from a look-up table. The thermal resistance may be determined by the ratio of an occupied sheet (R occ ) or unoccupied seats (R unocc For climate-enabled vehicle components that are not typically compressed by an occupant (e.g., a steering wheel), the thermal resistance utilized in this method may not change due to occupancy.

[0091] Thermal conductivity between cabin air and trim layer

[0092] The method comprises determining the thermal conductivity between the cabin air and the trim layer.

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[0093] The method may include obtaining an occupancy state, as described earlier herein. If the seat is unoccupied, the thermal conductivity between the cabin air and the trim layer may be calculated. If the seat is occupied, the thermal conductivity between the cabin air and the trim layer and / or the thermal conductivity between the occupant's skin and the trim layer (described later herein) may be calculated. Both the thermal conductivity for the cabin air and the occupant may be determined due to different portions of the climate-controlled vehicle components in thermal communication with each. As an example, while the occupant is seated, the area between the occupant's legs and the area around the peripheral edge of the seat may be in thermal communication with the cabin air.

[0094] The thermal conductivity of the cabin air is cab ), trim layer temperature (T trim ), thermal resistance of free convection air (R air ), the surface area through which heat transfer occurs (A surf ), or any combination thereof. The thermal conductivity of the cabin to the air may be determined by the following formula:

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[0095] This method uses the cabin air temperature (T cab ) and the trim layer temperature (T trim ). The cabin air temperature may be obtained from one or more sensors, an estimate provided by another vehicle system, or both. The trim layer temperature may be obtained from dynamic estimation as taught herein after startup of the vehicle. Prior to startup, the trim layer temperature may be assumed to be equal to the temperature sensed by the local sensor.

[0096] The method may include obtaining a thermal resistance (R). The thermal resistance may be a predetermined value. The thermal resistance may be obtained from a look-up table. The thermal resistance may be obtained from a memory storage medium. The thermal resistance may be compared to that of free convection air (R air ).

[0097] This method uses surface area (A surf The surface area may include obtaining a surface area over which thermal transfer occurs. The surface area may be indicated by an area of ​​the vehicle component that may not be contacted by an occupant (i.e., free to thermally communicate with cabin air). The surface area may be a predetermined value. The surface area may be obtained from a memory storage medium.

[0098] Thermal conductivity between the skin of the occupant and the trim layer

[0099] The method comprises determining the thermal conductivity between the skin of an occupant and a trim layer.

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[0100] The method may include obtaining an occupancy state. If the seat is unoccupied, a thermal conductivity between the cabin air and the trim layer may be calculated. If the seat is occupied, a thermal conductivity between the cabin air and the trim layer and / or a thermal conductivity between the occupant's skin and the trim layer (described later herein) may be calculated. Both the thermal conductivity for the cabin air and the occupant may be determined due to different portions of the climate-controlled vehicle components in thermal communication with each, as described previously herein. The present disclosure contemplates that the entire surface area of ​​the surface may be contacted by the occupant.

[0101] A vehicle component that is in contact with the occupant may exchange heat with the occupant and / or the cabin air. That is, one or more first portions of the vehicle component may be in contact with and / or in thermal communication with the occupant's body, while one or more second portions of the vehicle component may be exposed to and / or in thermal communication with the cabin air. Thus, the thermal conductivity with respect to the occupant's skin is

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[0102] The method can include obtaining a ratio (z) of occupied surface area to unoccupied surface area. The ratio can be a predetermined value. The ratio can be obtained from a memory storage medium.

[0103] The thermal conductivity can be determined by the following formula:

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[0104] The method uses the skin temperature of the occupant (T skin ) and the trim layer temperature (T trim). The skin temperature may be provided by dynamic estimation as taught later herein. The skin temperature may be set to a fixed value (e.g., a value within the normal human skin temperature range of 33°C to 37°C). The skin temperature may be modeled as a function of the trim layer temperature, cabin air temperature, thermal effector operation, or any combination thereof. The trim layer temperature may be provided by dynamic estimation as taught previously herein after startup of the vehicle. The trim layer temperature may be assumed to be equal to the temperature sensed by the local sensor at startup of the vehicle.

[0105] The method may include obtaining a thermal resistance. The thermal resistance may be a predetermined value. The thermal resistance may be obtained from a memory storage medium. The thermal resistance may be obtained from a look-up table. The thermal resistance, if present, may be a value of the clothing (R clo ) between the occupant's skin and the surface, including the total thermal resistance (R skin ). Thermal resistance may depend on geographic region, season, conditioned body part, or any combination thereof. The geographic region may inform the assumption of clothing worn by the occupants. In regions with temperate climates, heavier clothing (e.g., jackets) may be worn during cold months and lighter clothing (e.g., T-shirts) may be worn during warm months. In regions with tropical climates, lighter clothing may be worn throughout the year. Additionally, the clothing worn may depend on the conditioned body part. As an example, pants worn in cold months may have a thermal resistance roughly comparable (e.g., less than 10% deviation) to shorts worn in warm months. On the other hand, a jacket worn in cold months may have a greater thermal resistance than a shirt worn in warm months when the torso is conditioned.

[0106] Dynamic Estimation of Skin Temperature

[0107] The temperature of the skin of the occupant may be determined by dynamic estimation, which may address heat transfer between the occupant and a trim layer, heat transfer between the occupant and the cabin air, heat transfer between the occupant and a radiant heat source (e.g., the sun), heat transfer between the occupant and any other heat source, or any combination thereof. Other heat transfers to and / or from the occupant may be accomplished by the present disclosure.

[0108] The skin temperature can be determined by the following formula:

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[0109] The dynamic estimation is based on the thermal capacitance of the skin (C skin ) may be taken into consideration.

[0110] The dynamic estimation is based on the occupant's skin temperature (T skin ). Prior to activation, the skin temperature may be assumed (e.g., a value within the normal human skin temperature range of 33° C. to 37° C.). After activation, a dynamic estimate of the skin temperature from the previous program cycle may be employed for the current program cycle. The skin temperature may be obtained from one or more sensors.

[0111] The temperature of the skin may be determined for a particular body part. The body part considered in the dynamic estimation may be placed in proximity to a thermal effector being regulated. As an example, the temperature of an occupant's torso may be determined for the operation of a thermal effector (e.g., a heater mat) located within the seat back.

[0112] Moreover, the location of the body part within one or more strata of the cabin may be considered in the method. The cabin environment may be stratified between the floor and roof of the vehicle due to thermal effectors located within each strata, the occupant's body part located within each strata, thermally affected air density, or both. Thus, the thermal conductivity between the cabin air and the occupant's skin may address the cabin air temperature in one or more strata. This may be related to the dynamic estimation of skin temperature, as discussed above.

[0113] The diagrams are intended to be illustrative of the present teachings, not limiting, i.e., the order in which the methods may be performed is not intended to be limited to the order in which the flow diagrams are shown, the methods may be performed in any order possible as understood by this disclosure.

[0114] Figure 1 shows a flow diagram of the method of the present disclosure. The dynamic surface temperature estimation, which is finally determined as shown in Figure 2 (see box III), is based on the thermal communication between the trim layer and its immediate surroundings. A material layer disposed directly below the trim layer is in thermal communication with the trim layer. The temperature of the material layer is determined to determine the thermal conductivity therebetween.

[0115] At the beginning of the cycle, one of two conditions may exist. First, the program cycle may occur some time after start-up. Thus, input from a previous program cycle, in this case the material bed temperature, may be utilized. Second, the program cycle may occur at start-up. Thus, input from a previous program cycle, in this case the material bed temperature, is not available. Assumptions may be made regarding these inputs. At start-up, the spacer temperature may be assumed to be equal to the temperature sensed by any local sensors. These sensors may include those located in the cabin, on a heating element, in a vent exhaust, or otherwise. Any sensor located within the vehicle may provide the temperature at start-up.

[0116] The method may address the occupancy of the vehicle component. This is relevant at least for compressible layers in the seat due to the thermal resistance being a function of the thickness through which heat is conducted. The occupancy determines whether to utilize the occupied or unoccupied thermal resistance. These values ​​may be different due to the compression of the layer imposed by the occupant. In general, for vehicle components that are not affected by compression (e.g., the steering wheel), the thermal resistance may not be affected by the occupancy. The occupancy may also determine whether the body heat of the occupant is utilized as a heat source for heat conduction to or from the surface.

[0117] A rate of thermal conductivity from the thermal effector to the material layer can be determined based on the aforementioned inputs. A temperature of the material layer is then determined based on the aforementioned inputs, the thermal capacitance of the material layer, and any other thermal conductivity rates for the material layer in the system. By way of example, a second thermal effector can be in thermal communication with the material layer.

[0118] The material layer temperature calculated in this step may be updated in the memory storage medium for use in subsequent effector thermal conductivity determinations.

[0119] If one or more other layers are disposed between the thermal effector and the material layer, the same method can be repeated with the necessary inputs to determine the thermal conductivity therebetween and ultimately determine the temperature of the layer immediately adjacent to the trim layer. Ultimately, a system element in thermal communication with the trim layer determines the temperature of the trim layer.

[0120] The temperature of the material layer may be utilized as input (A) to the method illustrated in FIG.

[0121] 2 shows a flow diagram of the method of the present disclosure. The dynamic surface temperature estimation (see Box III) is based on the estimation from the previous program cycle, the temperature change rate affected by the thermal conductivity for the trim layer, and the program cycle time.

[0122] The dynamic surface temperature estimate from the previous program cycle is generally known after start-up. At start-up, the surface temperature of the trim layer may be assumed to be equal to the cabin air temperature. The program cycle time may be a fixed value stored in a memory storage medium or may be determined by a timer.

[0123] The rate of temperature change is determined based on the thermal conductivities associated with the trim layer (see Box II). Generally, this includes the thermal conductivities between the material layer (e.g., the spacer layer) and the trim layer, the thermal conductivities between the cabin air and / or occupants and the trim layer, as well as other thermal conductivities within the system. These thermal conductivities (see Box I) are determined as follows:

[0124] The thermal conductivity between the material layer and the trim layer is based on the temperature of the trim layer, the temperature of the material layer, and the thermal resistance. The temperature of the trim layer may be obtained from a previous program cycle as described above or may be assumed to be equal to the temperature sensed by any local sensor. The temperature of the spacer layer may be obtained and provided as input (A) as shown in FIG. 1. The thermal resistance may be selected based on whether the sheet is occupied or not.

[0125] The method may include determining a thermal conductivity between an occupant and a trim layer and / or between cabin air and the trim layer. While the seat may be occupied, one or more first portions of the seat may be in thermal communication with the occupant, while one or more second portions of the seat may be in thermal communication with the cabin air. As an example, the area between the legs of the occupant and the area around the peripheral edge of the seat may be in thermal communication with the cabin air. Thus, with respect to the thermal conductivity of an occupied seat, both the thermal conductivity between the occupant and the trim layer and the thermal conductivity between the cabin air and the trim layer are considered. The ratio of the occupied surface area to the unoccupied surface area may determine the ratio of the thermal conductivity of the occupied seat due to the occupant and the thermal conductivity due to the cabin air. The present disclosure contemplates the entire surface area of ​​the surfaces in contact with the occupant.

[0126] The thermal conductivity between the cabin air and the trim layer is based on the cabin air temperature, the trim layer temperature, and the thermal resistance of free convection air. The cabin air temperature may be obtained from one or more sensors. The trim layer temperature may be assumed to be equal to the temperature sensed by any local sensor at start-up, and after start-up, the trim layer temperature may be obtained from a previous program cycle.

[0127] The thermal conductivity between the occupant and the trim layer is based on the temperature of the occupant's skin, the temperature of the trim layer, and the thermal resistance of the clothing. The temperature of the occupant's skin may be determined by dynamic estimation as disclosed herein. The temperature of the trim layer may be assumed to be equal to the temperature sensed by any local sensor at start-up, and after start-up, the temperature of the trim layer may be obtained from a previous program cycle.

[0128] When the seat is occupied, both the thermal conductivity between the cabin air and the trim layer and the thermal conductivity between the occupant and the trim layer are determined. The thermal conductivity of the occupied seat is determined to provide a basis for the ratio of occupied surface area to unoccupied surface area.

[0129] Given a known program cycle time, a dynamic estimate of the surface temperature can be determined based on the temperature change and the dynamic surface temperature estimate from the previous program cycle. After the dynamic estimate, the cycle begins again with the method shown in FIG.

[0130] 3 illustrates a temperature conditioned surface 10. Surface 10 is of a trim layer within a vehicle seat 12, although any surface within the cabin of a vehicle may be considered in the methods of the present disclosure. Surface 10 is temperature conditioned by a thermal effector 14 (e.g., a resistive heater mat). Heat generated by thermal effector 14 is ultimately conducted to surface 10. As illustrated, a material layer 16 (e.g., a spacer layer) is disposed between thermal effector 14 and surface 10. The present teachings contemplate two or more material layers 16 disposed therebetween, as well as no material layer 16 disposed therebetween.

[0131] Control of the thermal effector 14 is ultimately determined by the rate of thermal conduction to the surface 10 that is being requested to achieve a setpoint temperature. The rate of thermal conduction is indicated by the labeled arrows. The setpoint temperature can be dictated by the occupant and / or an autonomous control system. Because the surface 10 experiences multiple different thermal conductivities to different elements in the system, the thermal effector 14 may work in concert with or against those different thermal conductivities. As an example, if the surface 10 is heated, thermal conduction from the thermal effector 14 to the surface 10 may work in concert with thermal conduction from the occupant 18 to the surface 10. As another example, if the surface 10 is heated, thermal conduction from the thermal effector 14 to the surface 10 may work to oppose thermal conduction from the surface 10 to the cold cabin environment 20 (which is cold relative to the temperature of the surface 10).

[0132] It is understood that the foregoing description is intended to be illustrative, not limiting. In addition to the examples provided, many embodiments and many applications will be apparent to those skilled in the art upon reading the foregoing description. The scope of the present invention should therefore not be determined with reference to the foregoing description, but instead 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 the following claims of any aspect of the subject matter disclosed herein is not a disclaimer of such subject matter, nor should it be construed that the inventors did not consider such subject matter to be part of the subject matter of the disclosed invention.

[0133] The descriptions and illustrations presented herein are intended to acquaint others skilled in the art with the invention, its principles, and its practical application. The foregoing description is intended to be illustrative, not limiting. 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.

[0134] Accordingly, the specific embodiments of the present invention as described are not intended to be exhaustive or limiting of the teachings. The scope of the teachings should therefore not be determined with reference to this description, but instead with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. The omission in the following claims of any aspect of the subject matter disclosed herein is not intended as a disclaimer of such subject matter, nor should it be construed that the inventors did not consider such subject matter to be part of the disclosed inventive subject matter.

[0135] Multiple elements or steps may be provided by a single integrated element or step, or a single element or step may be divided into multiple separate elements or steps.

[0136] The disclosure of "a" or "one" to describe an element or step is not intended to exclude additional elements or steps.

[0137] The method may include one or more of the steps recited herein, some of the steps may be duplicated, removed or excluded, rearranged relative to other steps, combined into one or more steps, split into two or more steps, or any combination thereof.

[0138] Flow diagrams described herein do not imply a fixed order to the steps; embodiments of the invention may be performed in any order possible unless otherwise specified herein.

[0139] Terms such as first, second, third, etc. may be used herein to describe various elements, components, regions, layers, and / or sections, but 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 number terms, when used herein, do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer, or section described below may be referred to as a second element, component, region, layer, or section without departing from the present teachings.

[0140] Spatially relative terms such as "inside," "outside," "below," "below," "downward," "above," and the like may be used herein to facilitate the description of describing the relationship of one element or feature 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 the orientation shown in the figures. For example, if the device in the figures is turned over, elements described as "below" or "below" the other elements or features would then be oriented "above" the other elements or features. Thus, the example term "below" may encompass both an orientation above and below. The device may be oriented differently (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

[0141] 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 encompass "about 20 to about 30," inclusive of at least the specified endpoints.

[0142] The term "essentially comprising" to describe a combination is intended to include the identified elements, materials, components, or steps, as well as such other elements, materials, components, or steps that do not materially affect the basic and novel characteristics of the combination. Use of the terms "comprising" or "including" herein to describe a combination of elements, materials, components, or steps also contemplates embodiments that consist essentially of the elements, materials, components, or steps.

Claims

1. 1. A method for estimating a surface temperature of a trim layer of a vehicle component, comprising: determining a first thermal conductivity to or from the trim layer based on a first temperature applied to the trim layer; determining a second thermal conductivity to or from the trim layer based on a second temperature applied to the trim layer; calculating a rate of change of the surface temperature based on the first and second thermal conductivities and optionally one or more additional thermal conductivities; updating the estimated surface temperature of the trim layer from a previous program cycle based on a rate of change of the surface temperature and the estimated surface temperature of the trim layer from the previous program cycle; A method comprising:

2. The method of claim 1 , wherein the first temperature is applied by a material layer adjacent to the trim layer.

3. The method of claim 2 , wherein the layer of material is a spacer layer of a vehicle seat.

4. The method of claim 2 , wherein the material layer is a cushioning layer of a steering wheel and / or a transmission.

5. obtaining the first temperature; obtaining an estimated surface temperature of the trim layer from the previous program cycle; Including, the first thermal conductivity is calculated from a difference between the first temperature and a surface temperature of the trim layer estimated from the previous program cycle, a thermal resistance, a surface area through which heat conduction occurs, or any combination thereof; The method according to claim 1 or claim 2.

6. 3. The method of claim 1 or claim 2, wherein if a value of the estimated trim layer surface temperature from the previous program cycle is not available, the estimated trim layer surface temperature is replaced with a temperature sensed by a local sensor.

7. obtaining an occupancy status of the vehicle component; the occupancy condition affects the thermal resistance utilized in the determination of the first thermal conductivity. The method of claim 5.

8. obtaining an occupancy status of the vehicle component; the occupancy state determines whether the second temperature is applied by an occupant and / or cabin air; The method according to claim 1 or claim 2.

9. if the second temperature is applied by cabin air, obtaining the second temperature, the second temperature being a cabin air temperature; obtaining an estimated surface temperature of the trim layer from the previous program cycle; Including, the second thermal conductivity is calculated from a difference between the second temperature and a surface temperature of the trim layer estimated from the previous program cycle, a thermal resistance, a surface area through which heat conduction occurs, or any combination thereof; The method of claim 8.

10. 10. The method of claim 9, wherein if a value of the estimated trim layer surface temperature from the previous program cycle is not available, the estimated trim layer surface temperature is replaced with a temperature sensed by a local sensor.

11. The method of claim 9 , wherein the thermal resistance is the thermal resistance of free convection air.

12. If the second temperature is applied by the occupant, obtaining the second temperature, the second temperature being a skin temperature of the occupant; obtaining an estimated surface temperature of the trim layer from the previous program cycle; Including, the second thermal conductivity is calculated from a difference between the second temperature and a surface temperature of the trim layer estimated from the previous program cycle, a thermal resistance, a surface area through which heat conduction occurs, or any combination thereof; The method of claim 8.

13. 13. The method of claim 12, wherein if a value of the estimated trim layer surface temperature from the previous program cycle is not available, the estimated trim layer surface temperature is replaced with a temperature sensed by a local sensor.

14. the thermal resistance is the total thermal resistance between the skin of the occupant and the surface of the trim layer, and clothing, if present; The method of claim 12.

15. If the second temperature is applied by the occupant, determining a third thermal conductivity to or from the trim layer based on a third temperature applied to the trim layer; the second temperature is applied to one or more first portions of the vehicle components by the occupant, and the third temperature is applied to one or more second portions of the vehicle components by the cabin air. The method of claim 12.

16. obtaining the third temperature, the third temperature being the cabin air temperature; obtaining an estimated surface temperature of the trim layer from the previous program cycle; Including, the third thermal conductivity is calculated from a difference between the third temperature and a surface temperature of the trim layer estimated from the previous program cycle, a thermal resistance, a surface area through which heat conduction occurs, or any combination thereof; 16. The method of claim 15.

17. 13. The method of claim 12, wherein if a value of the estimated trim layer surface temperature from the previous program cycle is not available, the estimated trim layer surface temperature is replaced with a temperature sensed by a local sensor.

18. Obtaining a ratio of occupied surface area to unoccupied surface area; determining a ratio of the second and third thermal conductivities resulting from the second temperature and the third temperature; 16. The method of claim 15, comprising:

19. The method of claim 12 , wherein the skin temperature of the occupant is assumed to be a fixed value within a normal range of human skin temperature and / or is dynamically estimated.

20. The method of claim 1 or claim 2, wherein the vehicle component comprises a steering wheel, a transmission, a seat, a headrest, a door panel, an instrument panel, a headliner, a center console, a floor, or any combination thereof.

21. the layer of material is in thermal communication with one or more thermal effectors; The method includes determining a thermal conductivity between the one or more thermal effectors and the material layer based on a temperature of the one or more thermal effectors. The method of claim 2.

22. 3. The method of claim 1 or claim 2, wherein when two or more thermal effectors are employed, the one or more additional thermal conductivities are attributable to a second of the two or more thermal effectors and any additional thermal effectors.

23. the temperature of the one or more thermal effectors is an input provided by a sensor; The sensor comprises a negative temperature coefficient (NTC) resistor, a resistance temperature detector (RTD), a thermocouple, a semiconductor type sensor, or any combination thereof; 22. The method of claim 21.

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