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 setpoints 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 setpoints. Another drawback is that the temperature setpoints change continuously while the vehicle is operating.

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

[0004] Typically, sensors and thermal effectors are individually calibrated. Thus, calibration is performed for each effector individually. 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 done slowly and with great care to avoid causing discomfort to the occupants.

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

[0006] Some climate-adaptive vehicle systems calibrate thermal effectors to a specific cabin air temperature. However, cabin air temperature does not accurately characterize the temperature felt at a surface by the occupant and is subject to constant fluctuations. Providing sensors in close proximity to a surface can 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 effector to cooperate with the calibration of the system. However, consistent location of these sensors can be difficult in the manufacturing process. Furthermore, 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, can be felt by the occupant, negatively impacting comfort. Furthermore, the compressible layer can be repeatedly worn down by exposure to the sensors, which can 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 faster arrival at a set point (eg, temperature) selected by an occupant than 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 above-identified needs. The method may be for estimating the 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 to or from the trim layer. The first thermal conductivity 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, which may be based on the first and second thermal conductivities and optionally one or more additional thermal conductivities.

[0017] The method is of From cycle Estimated The surface temperature of the trim layer is measured based on the surface temperature and the previous program of From cycle Estimated This may include updating based on the rate of change of the surface temperature of the trim layer.

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

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

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

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

[0022] If the second temperature is applied by cabin air, the method further comprises obtaining the second temperature, which may be cabin air temperature, and of From cycle EstimatedThe method may include obtaining a surface temperature of the trim layer. The second thermal conductivity is determined by comparing the second temperature with a previous program. of From cycle Estimated This can be calculated from the difference between the surface temperature of the trim layer, the thermal resistance, the surface area through which heat conduction occurs, or any combination thereof. of cycle of If a value is not available, the estimated surface temperature of the trim layer may be substituted with the 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 further comprises obtaining the second temperature, which may be the temperature of the occupant's skin, and of From cycle Estimated The method may include obtaining a surface temperature of the trim layer. The second thermal conductivity is determined by comparing the second temperature with a previous program. of From cycle Estimated This can be calculated from the difference between the surface temperature of the trim layer, the thermal resistance, the surface area through which heat conduction occurs, or any combination thereof. of cycle of If a value is not available, the estimated surface temperature of the trim layer may be substituted with the temperature sensed by the local sensor. The thermal resistance may be the total thermal resistance between the occupant's skin and the surface, the thermal resistance of the clothing, or both.

[0024] If the second temperature is applied by an occupant, 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 an occupant, and the third temperature may be applied to one or more second portions of the vehicle component by cabin air.

[0025] The method further comprises obtaining a third temperature, which may be a cabin air temperature, and of From cycle EstimatedThe third thermal conductivity may include obtaining a surface temperature of the trim layer. The third thermal conductivity may be obtained by comparing the third temperature with a previously programmed of From cycle Estimated This can be calculated from the difference between the surface temperature of the trim layer, the thermal resistance, the surface area through which heat conduction occurs, or any combination thereof. of cycle of If a value is not available, the estimated surface temperature of the trim layer may be substituted with the temperature sensed by the 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 can be in thermal communication with one or more thermal effectors. The method can 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 can be attributed to the second and any additional thermal effectors.

[0030] The temperature of 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 explanation of the drawings]

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

[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 headrest, 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 the occupants.

[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 a surface may be regulated by one or more thermal effectors ("effectors"). The thermal effectors may be conduction devices. The conduction devices may generate heat that is ultimately conducted to a surface contacted by an occupant. The conduction devices may absorb heat from their surroundings that ultimately absorb heat from a surface contacted by an occupant.

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

[0038] Heating and / or cooling may be achieved 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) to transport heat to and / or from the occupants, 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 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 otherwise be 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 changes or the setpoint temperature changes at the direction of the occupant and / or the autonomous control system. The duty cycle may operate according to the difference between a 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 a 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 originating from or 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 transient, 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 the temperature difference between the two media, the 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 a 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 disclosed method 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. Pat. No. 7,205,902 B2 (which describes sensors used in airbag deployment), and are incorporated herein by reference for all purposes. Non-limiting examples of occupancy sensors that detect occupant contact with vehicle components (e.g., steering wheel or transmission) are described in U.S. Pat. No. 9,266,454 B2 (which describes, e.g., capacitance sensors, pressure sensors, etc.), and are incorporated herein by reference for all purposes.

[0044] Dynamic estimation may be based on a relatively small set of predetermined values ​​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 determined by a sensor, a previous program, or both. of Inputs may be provided by calculations from cycles, predetermined values ​​(e.g., thermal resistance and surface area), or any combination thereof. Sensor inputs may be obtained in real time. Previous program calculations and / or predetermined values ​​may be obtained from temporary or non-transitory memory storage media.

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

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

[0049] Any calculation, dynamic estimation, storing, transmitting, and / or retrieval steps enumerated 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. Previous Programs of Any inputs calculated or estimated from the cycle may be stored locally on the controller and / or remotely from the controller. of Any input from the cycle may be temporarily stored on the controller and / or remotely from the controller. of Any calculated or estimated input from the cycle is of It may be replaced or updated by inputs calculated or estimated from the 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. While the present disclosure describes 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 individuals. By way of example, the present teachings may be applied to furniture (e.g., chairs and beds), buildings, the like, or any combination thereof.

[0052] Dynamic Estimation of Surface Temperature

[0053] This method involves determining the surface temperature of the trim layer (T est The surface temperature may be dynamically estimated based on the thermal conductivity of the trim layer to or from one or more surrounding media. The surface temperature may be dynamically estimated based on the 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] Known Programs of Using a 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 (ΔT) over the cycle duration 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 the time of startup. These sensors may include those located within the cabin, on a heating element, in a vent outlet, or otherwise. Any sensor located within the vehicle may provide the temperature at startup. After startup, the initial or previous surface temperature may be assumed to be equal to the temperature sensed by a local sensor at the time of startup. of It can be the surface temperature estimated from the 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 dynamic estimation of the surface temperature.

[0059] Thermal conductivity between the material layer and the 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 come into contact with one or more surfaces of a climate-controlled vehicle component. Additionally, 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, leather, foam, mesh, air pockets, the like, or any combination thereof.

[0062] When one or more thermal effectors act on a surface, or 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, which may function to protect the thermal effector, provide occupant comfort, and regulate heat transfer from the thermal effector, depending on the material and thickness of the spacer layer, or any combination thereof.

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

[0065] While 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. By way of example, a film may be disposed between the material layer and the trim layer. The present disclosure contemplates determining the thermal conductivity between the layers disclosed herein and any other layer that may be included within a 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 configuration the thermal conductivity between the thermal effector and the trim layer can be calculated in accordance with the present teachings.

[0067] The method includes 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 involves 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 layer may be assumed to be equal to the temperature sensed by a local sensor at vehicle startup. After startup, the temperature of the material layer may be measured at a temperature equal to the temperature sensed by a local sensor at a previous program start, as taught herein. of Cycle to Dynamic to Estimate And It can be provided as follows.

[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 an existing sensor, such as an occupancy sensor for airbag deployment. The occupancy status may be related to thermal resistance, as described below.

[0070] The disclosed method may be performed on unoccupied seats and / or other climate-controlled vehicle components not currently being touched by an occupant. The disclosed method may be performed regardless of whether an ON command is provided to the thermal effectors in the seats and / or other climate-controlled vehicle components. 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 pre-conditioned vehicles (e.g., vehicles with auto start) and / or for occupants who enter the vehicle at some point after startup (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 (e.g., spacer layers) in the seat through which heat is conducted, 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 involves determining the surface area (A surf 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 material layer.

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[0074] One or more thermal effectors may exchange heat with the same material layer. For example, a first thermal effector may exchange heat with the left side of the layer, and a second thermal effector may exchange heat with the right side of the same layer. right 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 is herein

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[0075] For adjacent thermal effector configurations (e.g., left and right sides), dynamic estimation of the temperature of the material layer, as provided herein below, can be performed using:

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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 a first thermal effector to a 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. Furthermore, in this scenario, dynamic estimation of the temperature of the material layer 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 involves determining the temperature (T material ) The temperature of the material layer may be employed to determine the thermal conductivity between the thermal effector and the material layer, as previously disclosed herein. That is, after this value is initially determined, it may be used in subsequent programs. of The temperature of the material layer may be assumed to be the temperature sensed by a local sensor at vehicle startup. 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 for the thermal effector may be determined as disclosed earlier herein. The thermal conductivity for 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 of vehicle components with different builds may be associated with unique thermal capacitances. The thermal capacitance may be obtained from a memory storage medium.

[0082] The method comprises: of The program may include obtaining the time between cycles. of The cycle time can be constant or variable. of The cycle time may be obtained from a memory storage medium. of The 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 by a previous program. of The previous temperature of the material layer may be assumed to be equal to the temperature sensed by the local sensor at the time of vehicle start-up.

[0084] The temperature of the material layer may be employed 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 the thermal conductivity between the material layer and the trim layer or other material layer.

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[0087] Typically, one or more material layers (e.g., spacer layers) may be disposed between the thermal effector and the trim layer. For vehicle components having two or more material layers 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 material layer adjacent to the trim layer.

[0088] The method involves determining the temperature (T material ) and the temperature of the trim layer (T trim ) The temperature of the material layer determined previously herein may be employed in calculating 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 time of vehicle startup. 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 time of vehicle startup.

[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 relative thermal resistance of the occupied seat (R occ ) or unoccupied seat (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.

[0091] Thermal conductivity between cabin air and trim layer

[0092] The method involves 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 previously 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. The thermal conductivity for both the cabin air and the occupant may be determined due to different portions of the climate-controlled vehicle components in thermal communication with each. By way of 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 ), the thermal resistance of free convection air (R air ), the surface area through which heat conduction 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 temperature (T cab ) and the temperature of the trim layer (T trimThe method may include obtaining a temperature of the trim layer from one or more sensors, an estimate provided by another vehicle system, or both. The temperature of the trim layer may be obtained from dynamic estimation taught herein after startup of the vehicle. Prior to startup, the temperature of the trim layer 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 ) can be.

[0097] This method uses surface area (A surf The surface area may include obtaining a surface area across which thermal conduction occurs. The surface area may be indicated by an area of ​​the vehicle component that may not be in contact with 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 occupant's skin and the trim layer

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

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[0100] The method may include obtaining an occupancy state. 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. The thermal conductivity for both the cabin air and the occupant may be determined due to different portions of the climate-controlled vehicle component 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] Vehicle components in contact with the occupant may exchange heat with the occupant and / or cabin air. That is, one or more first portions of the vehicle components may be in contact with and / or in thermal communication with the occupant's body, while one or more second portions of the vehicle components may be exposed to and / or in thermal communication with the cabin air. Thus, the thermal conductivity of 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 (T skin ) and the temperature of the trim layer (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 vehicle startup. The trim layer temperature may be assumed to be equal to the temperature sensed by the local sensor at vehicle startup.

[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 function of the temperature of the garment (R clo ) and the total thermal resistance between the occupant's skin and the surface (R skin ). Thermal resistance may depend on geographic region, season, conditioned body part, or any combination thereof. Geographic region may inform assumptions about the 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 year-round. Furthermore, 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 a 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 occupant's skin may be determined by dynamic estimation. The dynamic estimation may address heat conduction between the occupant and a trim layer, heat conduction between the occupant and cabin air, heat conduction between the occupant and a radiant heat source (e.g., the sun), heat conduction between the occupant and any other heat source, or any combination thereof. Other heat conductions to and / or from the occupant may be implemented 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 ) can be taken into consideration.

[0110] Dynamic estimation is based on the occupant's skin temperature (T skin Before 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, the previous program of Dynamic estimation of skin temperature from the cycle is currently of The temperature of the skin may be obtained from one or more sensors.

[0111] Skin temperature 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 adjusted. As an example, the temperature of an occupant's torso may be determined for the operation of a thermal effector (e.g., a heating mat) located within the seat back.

[0112] Additionally, the location of the body part within one or more strata of the cabin may be considered in this 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 account for 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. That is, the order in which the methods may be performed is not intended to be limited to the order in which the flow charts 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 ultimately 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 start of a cycle, one of two conditions can exist: First, the program of A cycle can occur at some time after startup. of Input from the cycle, in this case the temperature of the material layer, can be utilized. Second, the program of Cycles can occur at startup. Therefore, the previous program of Inputs from the cycle, in this case the temperature of the material layer, are not available. Assumptions can be made regarding these inputs. At start-up, the spacer temperature can be assumed to be equal to the temperature sensed by any local sensors. These sensors can include those located in the cabin, on a heating element, in a vent outlet, or otherwise. Any sensor located in the vehicle can provide the temperature at start-up.

[0116] The method may address the occupancy of a vehicle component. This relates to compressible layers in at least a seat due to the thermal resistance, which is a function of thickness through which heat is conducted. The occupancy determines whether occupied or unoccupied thermal resistance is utilized. These values ​​may differ due to compression of the layer imposed by the occupant. Generally, for vehicle components 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 occupant's body heat is utilized as a heat source for heat conduction to or from the surface.

[0117] The thermal conductivity from the thermal effector to the material layer can be determined based on the aforementioned inputs. The temperature of the material layer can then be determined based on the aforementioned inputs, the thermal capacitance of the material layer, and any other thermal conductivity 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 a 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 can be used as input (A) to the method shown in FIG.

[0121] Figure 2 shows a flow diagram of the method of the present disclosure. Dynamic surface temperature estimation (see Box III) is a method of Estimation from cycles, the temperature change rate affected by the thermal conductivity of the trim layer, and the program of Based on cycle time.

[0122] Previous Programs of Dynamic surface temperature estimates from the cycle are 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. of The cycle time can be a fixed value stored in a memory storage medium or can be determined by a timer.

[0123] The temperature change rate is determined based on the thermal conductivity associated with the trim layer (see Box II). Generally, this includes the thermal conductivity between the material layer (e.g., the spacer layer) and the trim layer, the thermal conductivity between the cabin air and / or occupants and the trim layer, and other thermal conductivity in the system. These thermal conductivity coefficients (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 is determined by the previous program, as described above. of The temperature of the spacer layer can be obtained from the cycle or can be assumed to be equal to the temperature sensed by any local sensor. The temperature of the spacer layer can be obtained as shown in Figure 1 and provided as input (A). The thermal resistance can be selected based on whether the sheet is occupied or not.

[0125] The method may include determining the thermal conductivity between an occupant and a trim layer and / or between cabin air and the trim layer. While a 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. For example, 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. Thus, the thermal conductivity of an occupied seat takes into account both the thermal conductivity between the occupant and the trim layer and the thermal conductivity between the cabin air and the trim layer. 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 to the thermal conductivity due to the cabin air. The present disclosure contemplates the entire surface area of ​​the surface 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 startup, and after startup, the trim layer temperature is assumed to be equal to the temperature sensed by any local sensor at startup. of It can be obtained from the cycle.

[0127] The thermal conductivity between the occupant and the trim layer is based on the occupant's skin temperature, the trim layer temperature, and the thermal resistance of the clothing. The occupant's skin temperature may be determined by dynamic estimation as disclosed herein. The trim layer temperature may be assumed to be equal to the temperature sensed by any local sensor at the time of activation, and after activation, the trim layer temperature may be equal to the temperature sensed by any local sensor at the time of activation. of It can be obtained from the 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] Known Programs ofGiven a cycle time, the dynamic estimation of the surface temperature is based on the temperature change and the previous program. of This can be determined based on the dynamic surface temperature estimate from the 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 accordance with 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 required to achieve a setpoint temperature. The rate of thermal conduction is indicated by the labeled arrows. The setpoint temperature can be commanded by the occupant and / or an autonomous control system. Because the surface 10 experiences different thermal conductivities to different elements in the system, the thermal effector 14 can work in concert with or against those different thermal conductivities. As an example, if the surface 10 is heated, heat conduction from the thermal effector 14 to the surface 10 can work in concert with heat conduction from the occupant 18 to the surface 10. As another example, if the surface 10 is heated, heat conduction from the thermal effector 14 to the surface 10 can work to oppose heat conduction from the surface 10 to the cool cabin environment 20 (which is cooler relative to the temperature of the surface 10).

[0132] It is understood that the foregoing description is intended to be illustrative, not limiting. Many embodiments and applications, in addition to the examples provided, will be apparent to those skilled in the art upon reading the foregoing description. The scope of the present invention should therefore be determined not 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 disclosed inventive subject matter.

[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 best suit 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, be determined not 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 enumerated herein, some of which may be duplicated, removed or omitted, rearranged relative to other steps, combined into one or more steps, divided into two or more steps, or any combination thereof.

[0138] Flow charts 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," and "third" 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 numerical terms, when used herein, do not imply an order or sequence unless clearly indicated by context. Thus, a first element, component, region, layer, or section described below could 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," "above," and the like may be used herein to facilitate discussion 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 a device in a figure is turned over, elements described as "below" or "below" other elements or features would thereby be oriented "above" the other elements or features. Thus, the example term "below" can encompass both an orientation above and below. A 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 the difference between the second temperature and the 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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