Localized effector control by heat transfer rate

Abstract

A method for control of a thermal effector and a system for thermally conditioning an occupant. The method comprises receiving a setpoint heat transfer rate, estimating a cycle heat transfer rate between an airstream thermally influenced by the thermal effector and an occupant, determining an error based on the setpoint heat transfer rate and the cycle heat transfer rate, determining a unique correction factor, determining a target temperature based on the unique correction factor, and operating the thermal effector to thermally influence the airstream to meet the target temperature. The system comprises at least two thermal effectors located in at least two zones of a seat, and a dedicated climate controller for each of the at least two thermal effectors. The dedicated climate controllers independently operate the at least two thermal effectors with individual control loops.

Description

LOCALIZED EFFECTOR CONTROL BY HEAT TRANSFER RATECROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The present application claims priority to U.S. Provisional Application No. 63 / 615,525, filedDecember 28, 2023.FIELD

[0002] The present teachings relate to a method for thermal effector control and a system for thermally conditioning an occupant.BACKGROUND

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

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

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

[0006] While a sensor on or proximate to an airstream (e.g., at an outlet) may detect the temperature felt in the airstream, several challenges are realized. Repeatable accuracy and precision in the location of these sensors may be needed for thermal effector operation to cooperate with the system’s calibration. However, consistent location of these sensors may be difficult in the manufacturing process. Furthermore, the automotive industry is concerned with cost reduction, so additional sensors with their attendant costs are typically not a favorable solution.

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

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

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

[0010] There is a need for a method and system that operate thermal effectors based on the heat transfer rates only within the zones upon which each thermal effector influences.

[0011] There is a need for a method and system that operate thermal effectors individually and individually condition different body zones.

[0012] There is a need for a method and system that can provide for individually calibrated thermal effectors.

[0013] There is a need for a method and system that employs individual controllers executing separate control loops for each thermal effector.

[0014] There is a need for a method and system that operates according to heat transfer rates in order to cooperate with the format of OEM guidelines.SUMMARY

[0015] The present teachings provide for a method which may address at least some of the needs identified above. The method may be employed for control of a thermal effector, or even two or more thermal effectors. The method may comprise receiving a setpoint heat transfer rate. The setpoint heattransfer rate may be derived from an input of a human-machine interface and / or an autonomous climate system. The method may comprise estimating a cycle heat transfer rate between an airstream thermally influenced by the thermal effector and an occupant. The method may comprise determining an error based on the setpoint heat transfer rate and the cycle heat transfer rate. The method may comprise determining a unique correction factor based on the error. The method may comprise determining a target temperature of the airstream based on the unique correction factor. The method may comprise operating the thermal effector to thermally influence the airstream to meet the target temperature.

[0016] The setpoint heat transfer rate may be at least partially based on the input of the human-machine interface and a power capacity of the thermal effector. The setpoint heat transfer rate may be based on a body region sensitivity factor associated with a body region of the occupant that is thermally influenced by the thermal effector.

[0017] The cycle heat transfer rate may be at least partially based on a temperature applied by the airstream, a temperature of the occupant, an area through which heat transfer occurs, a clothing resistance, convective heat transfer coefficient, or any combination thereof. The temperature applied by the airstream may be derived from an estimation based at least in part upon an inlet temperature, an outlet temperature, airflow rate, or any combination thereof. The sensor may communicate, via a vehicle bus, with the dedicated climate controller. The temperature of the occupant may be determined at least in part on a seasonal factor, a metabolic heat loss, a convective heat transfer coefficient, an airflow rate, or any combination thereof.

[0018] The unique correction factor may be further based on a pre -determined operating range unique to each of a plurality of inputs from which the input is selected, and a body region sensitivity factor associated with a body region of the occupant that is thermally influenced by the thermal effector. The unique correction factor may be determined independent of an operation of another thermal effector.

[0019] The method may further comprises one or more of: determining an operating mode of the thermal effector based on the error; and comparing the target temperature to an upper limit and / or a lower limit and correcting the target temperature not to surpass the upper limit or fall below the lower limit. The operating mode may be selected from a heating mode, a cooling mode, or a standby mode. The determining of the operating mode may be performed by a logic block.

[0020] The method may further comprise a dedicated climate controller receiving, via the vehicle bus, the setpoint heat transfer rate from a body control module. Estimating the cycle heat transfer rate, determining the error, determining the unique correction factor, determining the target temperature, operating the thermal effector, or any combination thereof, may be performed by the dedicated climate controller.

[0021] The method may further comprise repeating the method from estimating the cycle heat transfer rate to operating the thermal effector after completion of a cycle.

[0022] The method may further comprise repeating the method from receiving the setpoint heat transfer rate upon selection of an updated input from the human-machine interface and / or the autonomous climate system.

[0023] The method may ultimately control the thermal effector based on the temperature applied by the airstream, to the exclusion of any other temperatures applied upon the occupant and / or a vehicle component (e.g., by other thermal effectors) that is in thermal communication with the occupant.

[0024] The thermal effector is operated to a temperature proportional to the unique correction factor.

[0025] The temperature applied by the thermal effector may be applied to a surface and / or an airstream.

[0026] The temperature may be obtained from a sensor that is on or proximate to the thermal effector and communicated, via the vehicle bus, to the dedicated climate controller.

[0027] The method may be performed by a plurality of thermal effectors. The plurality of thermal effectors may include one or more first thermal effectors thermally influencing a neck zone of the seat; one or more second thermal effectors thermally influencing a leg and / or foot zone of the seat; or both.

[0028] The method may be independently performed for the one or more first and / or second thermal effectors such that independent thermal control of the neck zone, the leg and / or foot zone, or both is provided for. The operating mode of each of the one or more first and / or second thermal effectors is same and / or different.

[0029] The plurality of thermal effectors thermally influencing a common zone may cooperate in operation to achieve the target temperature.

[0030] The present teachings provide for a system which may address at least some of the needs identified above. The system may be employed for thermally conditioning an occupant. The system may comprise a seat including at least two zones including a first zone and a second zone. The system may comprise at least two thermal effectors including a first thermal effector and a second thermal effector respectively located in each of the first and second zones. The system may comprise at least two dedicated climate controllers including a first dedicated climate controller and a second dedicated climate controller respectively operating, independently, the first and second thermal effectors. The first and second dedicated climate controllers may each comprise an individual control loop.

[0031] The system may further comprise at least two sensors including a first sensor and a second sensor respectively sensing temperatures of the first and second thermal effectors. The temperatures may be provided as a temperature input to the individual control loops.

[0032] The at least two sensors may be negative temperature coefficient (“NTC”) resistors, resistance temperature detectors (“RTD”), thermocouples, semi-conductor type sensors, or any combination thereof.

[0033] The system may further comprise a body control module in signal communication, via a vehicle bus, with a human-machine interface and / or an autonomous climate module. The body control module may be in signal communication with the first and second dedicated climate controllers to provide asetpoint heat transfer rate to the individual control loops. The setpoint heat transfer rate input may be derived from the human-machine interface and / or the autonomous climate module.

[0034] The at least two zones may include a neck zone a leg and / or foot zone, or both.

[0035] The at least two thermal effectors may include a convective thermal effector. The convective thermal effector may thermally influence the neck zone and / or the leg zone. The foregoing is merely exemplary of possible arrangements. All or a combination of the neck zone, seat zone, back zone, leg zone, arm zone, a hand zone may be thermally influenced by convective thermal effectors.

[0036] The convective thermal effector may be disposed in or proximate to a path an airstream. The convective thermal effector may thermally influence a heat exchanger disposed in or proximate to the path of the airstream. The convective thermal effector may include a resistive heater and / or a thermoelectric device.

[0037] The at least two dedicated climate controllers may be free from signal communication with one another.

[0038] The at least two dedicated climate controllers may be free from direct and / or indirect signal communication with sensors sensing one or more other temperatures applied upon the occupant and / or the seat.

[0039] The method as described above may be used, in whole or in part, by the system described above. The foregoing is applicable to all embodiments.BRIEF DESCRIPTIONS OF THE DRAWINGS

[0040] FIG. 1 is a flowchart of the method of the present teachings.

[0041] FIG. 2 is a schematic of the system of the present teachings.

[0042] FIG. 3 illustrates a convective thermal system.DETAILED DESCRIPTION

[0043] The present disclosure provides for a method for control of one or more thermal effectors. The thermal effectors may thermally influence (e.g., heat and / or cool) one or more airstreams. The one or more airstreams may thermally communicate with one or more occupants. The one or more airstreams may provide thermal comfort to one or more occupants.

[0044] The airstream may be expelled at an outlet. Prior to reaching the outlet, the airstream may travel through one or more conduits and / or exchange heat with the one or more conduits. One or more heat exchangers and / or thermal effectors may be disposed in or on the one or more conduits. The airstream may exchange heat with the one or more thermal effectors and / or heat exchangers. The airstream may be expelled, from a vehicle component, into the cabin of a vehicle.

[0045] The airstream may be generated by one or more fluid moving devices (e.g., blowers). The fluid moving devices may include radial blowers, axial blowers, or both. Non-limiting examples of blowersare described in International Publication No. WO 2008 / 115831 Al and U.S. Patent No. 9,121,414 B2, incorporated herein by reference for all purposes.

[0046] The heat exchangers may function to thermally communicate with an air stream. The heat exchangers may be fabricated from a thermally conductive material (e.g., aluminum, copper, or the like). The heat exchanger may be adapted with a surface area over which an air stream travels. In this regard, the heat exchanger may include a plurality of fins or corrugations, although any other suitable shape is contemplated by the present teachings. Non-limiting examples of suitable heat exchangers are described in U.S. Patent Nos. 7,178,344 B2 and 8,143,554 B2, incorporated herein by reference for all purposes.

[0047] The temperature of the airstream may be regulated by one or more thermal effectors (“effectors”). The thermal effectors may include convective devices. The convective effectors may heat and / or cool one or more air streams that are delivered to occupants. Non-limiting examples of convective devices are described in U.S. Publication Nos. 2017 / 0129375 Al, 2017 / 0182861 Al, and 2021 / 0276463 Al; and U.S. Patent Nos. 9,103,573 B2, 9,333,888 B2, 9,555,686 B2, and 10,266,031 B2; all incorporated herein by reference for all purposes.

[0048] Heating and / or cooling may be achieved by the operation of one or more resistance elements, thermoelectric devices, or both. A non-limiting example of a resistance element is described in U.S. Patent No. 9,657,963 B2, incorporated herein by reference for all purposes. A non-limiting example of a thermoelectric device is described in U.S. Patent No. 9,857,107 B2, incorporated herein by reference for all purposes.

[0049] The vehicle component may include, but is not limited to, a steering wheel, a gear shifter, a seat, a headrest, a door panel, an instrument panel, a center console, a floor, a headline, a leg panel, or any combination thereof.

[0050] The thermal effectors may be controlled to provide heating and / or cooling that corresponds with an operating mode and / or a setpoint temperature. The operating mode and / or setpoint temperature may be at least partially determined by an occupant’s actuation of one or more knobs, buttons, dials, toggles, switches, the like, or any combination thereof. The operating mode and / or setpoint temperature may be determined by an autonomous climate system.

[0051] The autonomous climate system may employ one or more sensor inputs, operating parameters, operating ranges, algorithms, and the like to control various HVAC settings based on the HMI input. The autonomous climate system may perform said adjustments without human interaction; with the exception of an initial HMI input. For example, adjustments to blower speed, vent selection, air mixing, and the like may be performed to maintain a temperature selected by an occupant while controlling for humidity, noise, and the like. Typically, autonomous climate systems operate with a controller (e.g., a body control module) in signal communication with the human-machine interface.

[0052] The method of the present disclosure may determine a target temperature and continuously update the target temperature. Thus, the method of the present disclosure may adapt to constantly fluctuating conditions including the temperature of an airflow, a thermal effector, or both. The method of the present disclosure may adapt in real-time, providing generally consistent thermal comfort to occupants.

[0053] The present disclosure provides for a method that may rely on the inputs from the existing sensors that measure the temperature of thermal effectors, sensors that detect the presence of occupants, any other existing sensors in the vehicle, or any combination thereof. The temperature sensor may include a negative temperature coefficient (NTC) resistor, a resistance temperature detector (RTD), a thermocouple, a semiconductor-type sensor, or any combination thereof. Thus, the method of the present disclosure may not require temperature sensors to be located on or proximate to an outlet from which an airstream is expelled. Non-limiting examples of occupancy sensors are described in U.S. Patent Nos. 7,205,902 B2 and 9,266,454 B2, incorporated herein by reference for all purposes.

[0054] Estimation, as referred to herein, may mean the calculation of a parameter understanding that the result of such calculation may not exactly correspond with the actual value (e.g., the temperature of a surface or airstream). Thus, the result of such calculation may be an estimate of the actual value. The system and method of the present disclosure may provide an estimate that deviates about 10% or less, more preferably 5% or less, or even more preferably 1% or less from the actual value.

[0055] Any calculation, determination, estimation, storage, transmission, and / or obtaining step recited herein may be performed by one or more controllers described herein. The foregoing may be performed by one controller or distributed between a plurality of controllers. Any non-transient values (e.g., predetermined values) or inputs may be stored locally on and / or remote from the controllers. Any inputs that are calculated, determined, or estimated from prior program cycles may be stored locally on and / or remote from the controllers. Any inputs from one or more prior program cycles may be stored temporarily on and / or remote from the controllers. Any calculated, determined, or estimated inputs from one or more prior program cycles may be replaced or updated by calculated, determined, or estimated inputs from a current program cycle. The foregoing is applicable to all embodiments.

[0056] Any communication or transmission between different controllers, sensors, and / or other devices described herein may be via a local interconnect network (LIN) bus. Communications or transmissions may occur from a sensor to a controller or from a controller to another controller. By way of example but not limitation, an occupancy sensor may transmit an occupancy status to a body control module, and then the body control module may transmit the occupancy signal to a dedicated climate controller. The foregoing is applicable to all embodiments.

[0057] Vehicle, as referred to herein, may mean any automobile, recreational vehicle, sea vessel, air vessel, the like, or any combination thereof. While the present disclosure discusses the conditioning of a vehicle and airstreams travelling therein, the teachings herein may be adapted for any space that isconditioned with airstreams that may thermally communicate with individuals. By way of example, the present teachings may be applied to furniture (e.g., chairs and beds), buildings, the like, or any combination thereof.

[0058] The method may comprise receiving a setpoint heat transfer rate. The setpoint heat transfer rate may be derived from an input of a human-machine interface (“HMI”) and / or an autonomous climate system.

[0059] The setpoint heat transfer rate may be at least partially based on the input (j) from the humanmachine interface and a power capacityof the thermal effector, and optionally a body region sensitivity factor (s) associated with a body region of the occupant that is thermally influenced by the thermal effector.

[0060] The HMI input may be determined by the actuation of one or more buttons, knobs, sliders, touch-screens, or the like, by an occupant. Typically, the buttons, knobs, sliders, touch-screens, and the like are provided as a part of a climate control cluster on the dashboard. In modem vehicles, a digital touch-screen interface may be provided with graphical user interface metaphors resembling buttons, knobs, sliders, and the like. The HMI input may be selected from a range of values corresponding to a temperature scale, a blower speed, or both.

[0061] The HMI input may be converted to setpoint heat transfer rates using algorithms and / or models of the equal homogenous temperature model (EHT), overall thermal sensation model (OTS), local thermal sensation model (LTS), or predicted mean vote (PMV) method based on the ASHRAE-55 standard, all of which are incorporated herein by reference for all purposes. Preferably, the predicted mean vote (PMV) may be employed. The algorithms and / or models may account for a current heat loss of the body of the occupant and a desired heat loss of the body of the occupant. In this regard, the setpoint heat transfer rate may represent the heat transfer rate relative to the occupant in order to realize the desired heat loss of the body of the occupant. The setpoint heat transfer rate may be determined as described in U.S. Provisional Application No. 63 / 548,000, incorporated herein by reference in its entirety for all purposes. The setpoint heat transfer rate outputs of these models may be partitioned into setpoint heat transfer rates for each thermal effector in a system (e.g., a seat, back, and neck thermal effector in a seat), based upon the power capacity and / or the body region sensitivity factor, discussed below.

[0062] The power capacity of the thermal effector may refer to the maximum power output of the thermal effector. For example, in regards to resistive heaters, power capacity may be limited by the resistor material, the density of resistive material (e.g., resistive wire) in an area, a dimension (e.g., thickness, diameter, etc.) of the resistor material, the maximum current that can be safely applied to the resistive material, the like, or any combination thereof. Similar considerations may be applied to thermoelectric devices, with the additional consideration of hot-side and cold-side temperature deltas.

[0063] The body region sensitivity factor may be assessed for individual regions of the body. Each body region may have a unique thermal sensitivity based upon nervous system anatomy, vascular anatomy, and the like. The body regions may be generally partitioned into the head, neck (e.g., cervical spine region), upper back (e.g., thoracic spine region), lower back (e.g., lumbar spine region), anterior body (i.e., chest, belly, etc.), buttocks, thighs, calves, arms, hands, and the like. These body regions are merely exemplary and not limiting. The body may be partitioned in any manner that is practicable, including partitions along the sagittal plane. In one aspect, the body regions may be partitioned according to one or more dimensions of each thermal effector in the seat (e.g., a right-side thermal effector and a left-side thermal effector).

[0064] The method may comprise a dedicated climate controller receiving, via a vehicle bus, the setpoint heat transfer rate from a body control module or the dedicated climate controller may determine the setpoint heat transfer rate.

[0065] The dedicated climate controller may be an electronic control unit (“ECU”) that only performs operations related to climate systems in the vehicle (more preferably only related to climate systems in the seat), communicates with climate electronics (e.g., convective thermal effectors, sensors, blowers, and the like), controls the operation of climate electronics, or any combination thereof. In this regard, the dedicated climate controllers may be supplied to OEMs as a modular option to include in vehicle packages. It may be advantageous to provide these modular controllers in order to avoid reprogramming or providing software packages for other vehicle controllers (e.g., a body control module) to perform the present method, which could expose proprietary information of the OEM.

[0066] The present teachings contemplate that any electronic control unit within the vehicle (e.g., engine control unit, transmission control unit, ABS control unit, or the like) may communicate with the dedicated climate controller, although typically HMI inputs associated with the climate control cluster are communicated to and processed by the body control module.

[0067] The method may comprise estimating a cycle heat transfer ratefrom an airstream to an occupant. The cycle heat transfer rate may be updated in each cycle of the method described herein. That is, after adjusting the operation of one or more thermal effectors or determining that no adjustment is necessary, the temperatures of one or more thermal effectors may be sensed and a subsequent cycle heat transfer rate may be determined.

[0068] The cycle heat transfer rate may be at least partially based on a temperature (Tair) applied by the airstream, a temperature (Tocc) of the occupant’s skin, an area (d) through which heat transfer occurs, a clothing resistance (Rcio), a convective heat transfer coefficient (h), or any combination thereof. An exemplary formula for determining the cycle heat transfer rate is provided below.

[0069] The temperature applied by the airstream may be derived by an estimation. The temperature applied by the airstream may be a function of the temperature of air entering a convective thermaleffector (also referred to herein as inlet temperature); the temperature of air exiting a convective thermal effector (also referred to herein as outlet temperature); and the airflow rate of air travelling through the convective thermal effector. In this regard, the present teachings provide for a physics-based model for determining the temperature of the airstream as a function of the foregoing.

[0070] The airflow rate of air travelling through the convective thermal effector may influence the heat loss of the thermal effector. For example, as airflow rate increases, the temperature of a resistance element and / or thermoelectric device may decrease as heat is drawn away from the same and the outlet temperature may be slower to heat up. In this regard, the temperature of the thermal effector may be dynamic during its operation. The thermal effector may be operated to offset heat loss related to airflow rate.

[0071] Operation of the fluid moving device may dynamically change with the outlet temperature. The airflow rate may begin at a value that is less than a setpoint value (e.g., a setpoint ultimately derived from an HMI input). The airflow rate may increase gradually from the value to the setpoint value. The airflow rate may begin to increase when the actual outlet temperature meets or approaches (e.g., arrives at a value that is about 80% or more, more preferably about 90% or more, or even more preferably about 95% or more of a setpoint of the outlet temperature) a setpoint of the outlet temperature.

[0072] The inlet temperature may correspond to the temperature of cabin air. That is, cabin air may be drawn into an inlet by the suction provided by an air moving device. The outlet temperature may correspond to the temperature of an airstream after thermally communicating with one or more thermal effectors and optionally one or more heat exchangers. The airflow rate may influence mixing of the outlet air with the cabin air. In these regards, the temperature applied by the airstream to the occupant may be determined by the model.

[0073] The outlet temperature may be derived by an estimation. The outlet temperature may be a function of heat transfer rates with respect to the airstream prior to reaching an outlet. The heat transfer rates may include those between one or more conduits and the airstream, one or more heat exchangers and the airstream, one or more thermal effectors and the airstream, or any combination thereof.

[0074] The convective heat transfer coefficient may be a function of flow and / or temperature dependent properties of air.

[0075] In some aspects, the outlet temperature may be determined by one or more sensors located on or proximate to the outlet.

[0076] The temperature of the thermal effector may thermally influence (i.e., increase, decrease, or maintain) the temperature of the airstream.

[0077] The present teachings contemplate that the temperature applied by the airstream may be determined directly by one or more sensors.

[0078] The area through which heat transfer occurs may be a pre -determined value representing an area of the occupant upon which the airstream flows.

[0079] The clothing resistance may be determined based upon a look-up table correlating clothing resistance to season, environmental temperature (i.e., outside the vehicle), humidity, solar radiation, geographical location, gender, ethnicity, polling of an occupant, camera-based detection, the like, or any combination thereof. Regarding camera-based detection, a camera viewing the occupant may observe the occupant and clothing worn by the occupant. Feature recognition of the images (e.g., via a convolutional neural network) may be employed to make inferences of the clothing worn by the occupant.

[0080] In some aspects, clothing resistance may be set to 0. For example, where the airstream is directed upon portions of the occupant’s body typically not covered by clothing (e.g., the neck).

[0081] The temperature of the occupant’s skin may be the temperature in the area through which heat transfer occurs. The human body typically maintains a temperature in the range of about 36°C to 39°C. The present method may account for a mean, median, mode, or other value in this range. It is understood that the temperature in any given body region may be different from or the same as another body region. The present method may more accurately account for occupant body temperature by estimating the same based on a seasonal factor, a metabolic heat loss, a convective heat transfer coefficient, airflow rate, cabin temperature, contact surface temperature (e.g., as estimated by the method of the present teachings), ambient temperatures exterior of the vehicle, or any combination thereof.

[0082] The seasonal factor may be determined based upon geographic region, calendar date, the like, or any combination thereof. The seasonal factor may influence occupant body temperature based on ambient temperatures, relative humidity, solar radiation, insulative properties of clothing typically worn in different seasons, the like, or any combination thereof.

[0083] The metabolic heat loss may refer to loss of metabolic heat generated by the human body based on evaporation, radiation, convection, or any combination thereof. Factors impacting evaporation may include skin temperature, relative humidity, cabin temperature, airflow rate, or any combination thereof. Factors impacting radiation may include the temperature of exposed skin, surface emissivity of skin, or both. Factors impacting convection may include cabin temperature, airflow rate, the temperature of exposed skin and / or clothing, or any combination thereof.

[0084] The convective heat transfer coefficient may refer to that of the occupant’s skin. The convective heat transfer coefficient may characterize heat flux with respect to a temperature differential (e.g., between the occupant and an airstream).

[0085] The airflow rate may refer to the airflow thermally influenced by the thermal effectors discussed herein. The airflow rate may be expressed, e.g., in cubic feet per unit time. The airflow rate may be determined via control signals provided to one or more air moving devices producing the airflow. The airflow rate may influence occupant body temperature due to the rate at which a volume of thermally conditioned air is introduced to an occupant accordingly heat wicking effects from the occupant.

[0086] The method may comprise determining a heat transfer rate errorbased on the setpoint heat transfer rate and the cycle heat transfer rate. The error may be the difference of the cycle heat transfer rate (as determined above) subtracted from the setpoint heat transfer rate (as determined above). That is, the error may represent the additional heat transfer rate that should be contributed by a thermal effector in order to meet the setpoint heat transfer rate. In this regard, a target temperature that a thermal effector must be operated to, to meet the setpoint heat transfer rate, may be determined as described herein.Eq. C Qerr Qset Qest

[0087] If the heat transfer rate error is positive, additional heat transfer into the occupant may be required in order to meet the setpoint heat transfer rate (assuming subtraction of the cycle heat transfer rate from the setpoint heat transfer rate, as in Eq. C). If the heat transfer rate error is negative, heat transfer from the occupant may be required in order to meet the setpoint heat transfer rate.

[0088] In this regard, an operating mode of each of one or more thermal effectors may be determined. The operating mode may depend on the type of thermal effector acting upon the occupant in a particular body region. Resistive heaters may operate in a heating mode or a standby mode. Thus, if heat transfer into the occupant is required, the resistive heater may operate in a heating mode; and if heat transfer from the occupant or no heat transfer is required the resistive heater may operate in a standby mode. Thermoelectric devices may operate in a heating mode, a cooling mode, or a standby mode. Thus, if heat transfer into the occupant is required, the thermoelectric device may operate in a heating mode; if heat transfer from the occupant is required, the thermoelectric device may operate in a cooling mode; and if no heat transfer is required, the thermoelectric device may operate in a standby mode.

[0089] The method may comprise determining a unique correction factor (F) based on the heat transfer rate error, a pre-determined operating rangeunique to each of a plurality of inputs from which the input is selected, and a body region sensitivity factor (s), as described hereinbefore.

[0090] The unique correction factor may be proportional to the error. The unique correction factor may be determined independent of an operation of another thermal effector. That is, the correction factor may be “unique” to each thermal effector by way of the body region thermally influenced by the thermal effector.

[0091] The pre-determined operating range may be set forth by OEM guidelines. That is, OEMs typically establish heat transfer rate upper and lower limits based upon their own proprietary climate models, which may be driven by comfort and safety standards. The pre-determined operating range may include individual operating ranges for each thermal effector (e.g., based upon the body region the thermal effector is adapted to thermally influence).

[0092] The unique correction factor may be further based on one or more additional factors. The additional factors may include relative humidity, sun load, outside temperature, HVAC air speed, or anycombination thereof. Accounting for one or more of the additional factors may ultimately increase the precision of the target temperature.

[0093] The method may comprise determining a target temperatureof the airstream based on the unique correction factor, the operating modeor both.Eq. E Ttgt(F, Mop)

[0094] The target temperature may be increased relative to the current temperature of the airstream if the unique correction factor is positive. The target temperature may be decreased relative to the current temperature of the airstream if the unique correction factor is negative.

[0095] The thermal effector may be regulated proportional to the correction factor. That is, the operation of the thermal effector (e.g., via pulse width modulation duty cycle, constant current control, and the like) may be proportional to the variation of the correction factor from 0. For example, the correction factor resulting in a thermal effector temperature increase of 5°C may be less than the correction factor resulting in athermal effector temperature increase of 2°C.

[0096] The thermal effector may be regulated incrementally until the unique correction factor arrives at or approximately at zero. In this regard, operation beyond the pre -determined operating range (for safety and / or comfort concerns) may be avoided by incremental changes in the thermal regulation.

[0097] The thermal effector may be regulated according to an average of the pre-determined operating range adjusted by the unique correction factor (e.g., added to or subtracted from). In this regard, operation beyond the pre-determined operating range (for safety and / or comfort concerns) may be avoided by incremental changes in the thermal regulation.

[0098] The method may comprise determining a target airflow rate (rtgtThe target airflow rate may be derived from a human-machine interface and / or an autonomous climate system. The target airflow rate may be determined from a lookup table. An input from the human-machine interface and / or the autonomous climate system may be cross-referenced to a target airflow rate in the lookup table.

[0099] The target airflow rate may be determined in accordance with a predefined relationship between the target airflow rate and the setpoint heat transfer rate, the estimated heat transfer rate, the target temperature, or any combination thereof.

[0100] The fluid moving device may be operated to a value below and / or ramp up to the target airflow rate. As described herein, heat loss of the thermal effector may interfere with the outlet temperature being met. Thus, for at least a period of time, the fluid moving device may operate below the target airflow rate. As the actual outlet temperature meets or approaches a setpoint of the outlet temperature, the fluid moving device may operate to effectuate the target airflow rate. In other words, the system described herein may override, at least for a period of time, the target airflow rate based on the inlet temperature, outlet temperature, thermal effector temperature, target airflow rate, or any combination thereof.

[0101] The foregoing may be dependent on the inlet temperature (i.e., cabin temperature). For example, on a cold start in freezing temperatures the thermal effector may not be able to generate enough heat to appreciably influence a change in the outlet temperature, if the airflow rate is sufficiently high.

[0102] The method may comprise operating the thermal effector until the airstream meets the target temperature. The thermal effector may be operated based on electrical energy supplied to the thermal effector. The thermal effector may be operated based on a pulse width modulation duty cycle, constant current control, and the like. The thermal effector may be ramped-up to achieve, and then maintain a temperature, at least until the operating mode and / or airstream setpoint temperature changes. With respect to thermoelectric devices, polarity may be switched to operate the thermoelectric device in a heating mode or a cooling mode.

[0103] The method may comprise determining an operating mode of the thermal effector. The operating mode being selected from a heating mode, a cooling mode, or a standby mode. The operating mode may be based on the error, as discussed above. For example, if the error is a positive value, the thermal effector may operate in a heating mode; if the error is a negative value, the thermal effector may operate in a cooling mode; and if the error is approximately 0 (±1%, 2%, or even 3%), the thermal effector may operate in standby mode. The operating mode may be determined by a logic block.

[0104] The method may comprise comparing the target temperature to an upper limit and / or a lower limit (i.e., the pre-determined operating range, as discussed above). The upper limit may be defined by safety standards and the lower limit may be defined by comfort standards.

[0105] The method may comprise correcting the target temperature not to surpass the upper limit or fall below the lower limit.

[0106] The method described above may be repeated in a loop. That is each cycle ending in operating the thermal effector to meet the target temperature may be followed (e.g., immediately) with estimating a cycle heat transfer rate from the airstream to the occupant; or if a subsequent input is received from the human-machine interface and / or the autonomous climate system, said subsequent input may be considered in the following cycle.

[0107] The method described above may ultimately control the thermal effector based on the temperature applied by the thermal effector, to the exclusion of one or more other temperatures applied upon the occupant and / or the airstream that is in thermal communication with the occupant (e.g., cabin air temperature, sun radiation, etc.). In systems comprising a plurality of thermal effectors, the control of each thermal effector may be based on the temperature of each thermal effector, to the exclusion of one or more other thermal effectors. In this regard, each of the plurality of thermal effectors may be individually controlled by an individual control loop.

[0108] The method described above may be independently performed for each thermal effector. The method described above may be independently performed for each zone of thermal influence.

[0109] Each zone of thermal influence may include one or more sub-zones (e.g., a left seat sub-zone and a right seat sub-zone). Each of the sub-zones may be associated with an individual thermal effector. The thermal effectors of the sub-zones within a common zone may cooperate in operation to achieve the target temperature.

[0110] The system may comprise a seat (e.g., a vehicle seat) and optionally one or more other surfaces of the vehicle cabin. The seat may include one or more zones (e.g., one, two, three, four, or even more) in which thermal conditioning is performed. The zones may include a head zone, a neck zone, a seat zone, a back zone, a leg zone, an arm zone, a hand zone, an anterior zone (that is, anterior of the torso), or any combination thereof.[oni] The system may comprise one or more thermal effectors (e.g., one, two, three, four, or even more) respectively located in each of the zones. The thermal effectors may include one or more convective thermal effectors.

[0112] The present teachings may find one benefit with the thermal regulation of at least two zones by at least two thermal effectors. In this regard, the present teachings provide for a system and method that improves the control and operation of multiple thermal effectors by an individualized treatment thereof.

[0113] The convective thermal effectors may be disposed in or proximate to a path of an airstream. The convective thermal effector may thermally influence one or more heat exchangers disposed in or proximate to a path of an airstream. The convective thermal effectors may include a thermoelectric device.

[0114] The thermal effectors may apply a temperature to an airstream. The airstream may exit one or more vents and interact directly with the occupant.

[0115] The system may comprise one or more dedicated climate controllers, respectively operating independently, each of the thermal effectors. The dedicated climate controllers may each comprise individual control loops. The dedicated climate controllers may be free from signal communication with one another. The dedicated climate controllers may be free from direct and / or indirect signal communication with sensors sensing the temperatures, other than those associated with the thermal effectors discussed herein, applied upon the occupant and / or the seat. By way of example, these other temperatures may include cabin air temperature, air temperature emanating through vents throughout the cabin (e.g., located in the dashboard), sun radiation, the like, or any combination thereof.

[0116] The system may comprise one or more sensors respectively sensing the temperatures of the at least two thermal effectors. The temperatures may be provided as inputs to the individual control loops, according to the method described herein. The sensors may include negative temperature coefficient (“NTC”) resistors, resistance temperature detectors (“RTD”), thermocouples, semi-conductor type sensors, or any combination thereof.

[0117] The system may comprise a body control module. The body control module may be in signal communication, via a vehicle bus, with a human-machine interface and / or an autonomous climatemodule. The body control module may be in signal communication with the dedicated climate controllers. The body control module may provide a setpoint heat transfer rate to the individual control loops. The setpoint heat transfer rate may be derived from the human-machine interface and / or the autonomous climate module.

[0118] The illustrations are meant to be exemplary of the present teachings but not limiting. That is, the order in which the method may be performed is not intended to be limited to the order in which flowcharts are illustrated. The method may be performed in any order that is practicable, as will be appreciated by the present disclosure.

[0119] FIG. 1 is a flowchart of the method of the present teachings. The method is performed with cooperation from a plurality of devices including one or more human-machine interfaces, controllers, thermal effectors, sensors, or any combination thereof. The controllers may comprise one or more modules. Modules, as referred to herein, may include computer-readable instructions that determine the protocol for signally or otherwise electrically communicating with other devices, set forth algorithms that transform one or more inputs into one or more outputs, determine the protocol for signally or otherwise electrically communicating one or more outputs, or any combination thereof.

[0120] As depicted, a human-machine interface 10 is in signal communication with a body control module 12, or other controller native to a vehicle, and a dedicated climate controller 14. In this regard, the setpoint heat transfer rate is determined by the body control module 12 (e.g., based on proprietary OEM algorithms) based on one or more inputs from the human-machine interface 10 (e.g., a signal from a dial in a climate control cluster) and / or an autonomous climate system which includes the body control module 12. The present disclosure contemplates that the setpoint heat transfer rate may be determined by the dedicated climate controller 14 (e.g., based on supplier / aftermarket algorithms).

[0121] A sensor 16 on or proximate to a thermal effector 18 senses the temperature of the thermal effector 18 and provide the same as a signal to the dedicated climate controller 14. The temperature is sensed at the beginning of a cycle. The temperature may be employed to estimate the temperature of the airflow (outlet temperature), which may be used to determine the cycle heat transfer rate. Signal feedback from a fluid moving device 20 (e.g., signals indicative of the speed of an impeller) may indicate an airflow rate.

[0122] A cycle heat transfer rate is determined based upon the estimated temperature of the airstream as described herein. The dedicated climate controller 14 employs a cycle heat transfer rate module to estimate the cycle heat transfer rate . The feedback from the sensor 16 may be employed in the estimation of the temperature of the airstream.

[0123] A heat transfer rate error may be determined based on the difference between the setpoint heat transfer rate and the cycle heat transfer rate. The dedicated climate controller 14 may employ a heat transfer rate error module to determine the heat transfer rate error.

[0124] The heat transfer rate error directs an operating mode of the thermal effector 18 and may be based on the type of thermal effector acting upon the occupant in a particular body region. That is, a positive, negative, or generally neutral heat transfer rate error may determine if the thermal effector 18 operates in a heating mode, cooling mode, or standby mode. The dedicated climate controller 14 employs an operating (“op”) mode module to determine the operating mode of the thermal effector 18.

[0125] A unique correction factor may be determined based on the heat transfer rate error. The dedicated climate controller 14 may employ a unique correction factor module to determine the unique correction factor.

[0126] A target temperature of the airstream may be determined based on the operating mode and the unique correction factor. The dedicated climate controller 14 may employ a target temperature module to determine the target temperature.

[0127] The dedicated climate controller 14 may signally communicate with the thermal effector 18 to operate the thermal effector 18 to thermally influence the target temperature of the airstream.

[0128] FIG. 2 is a schematic of the system of the present teachings. The system comprises a plurality of thermal effectors including a neck thermal effector 22, a back thermal effector 24, and a seat thermal effector 26. The present teachings contemplate any number of thermal effectors acting within a single body region and / or multiple body regions. The thermal effectors depicted in FIG. 2 are intended to be merely exemplary of many possible configurations of the system. In one possible example of the system, the neck thermal effector may be a convective thermal effector, although there are many possible examples of the present system, which may be appreciated by the teachings herein.

[0129] Each of the thermal effectors 22, 24, 26 include a sensor 28, 28', 28" located thereon or proximate thereto. Each of the thermal effectors 22, 24, 26 electrically communicate respectively with dedicated climate controllers 30, 30', 30". In accordance with the method described above and depicted in FIG. 1, the dedicated climate controllers 30, 30', 30" respectively operate the thermal effectors 22, 24, 26 (e.g., via pulse width modulation or the like). The sensors 28, 28', 28" respectively signally communicate with the dedicated climate controllers 30, 30', 30" to provide temperature readings thereto.

[0130] In accordance with the method described above and depicted in FIG. 1, the dedicated climate controllers 30, 30', 30" signally communicate with a body control module 32 to receive inputs ultimately derived from a human-machine interface 34. In another aspect, the dedicated climate controllers 30, 30', 30" may directly signally communicate with the human-machine interface 34.

[0131] The present teachings describe a system whereby individualized control of thermal effectors is provided for. Thus, each dedicated climate controller may receive temperature feedback from a thermal effector and transmit power to the thermal effectors to operate the same to achieve and / or generally maintain a target temperature. The present teachings contemplate that a dedicated climate controller may operate two or more thermal effectors that cooperate to thermally condition a single body region.By way of example, a dedicated climate controller may operate two resistive heaters that thermally condition a seat region (e.g., right and left sides of the seat region).

[0132] FIG. 3 illustrates a convective thermal system 36. The convective thermal system 36 comprises an airstream 38 travelling through a conduit 40, which may be emitted from any vent within the cabin of a vehicle. The airstream 38 is thermally regulated by a thermal effector 42 (e.g., a thermoelectric device). Heat generated by the thermal effector 42 is ultimately conducted to the airstream 38. As illustrated, the thermal effector 42 and airstream 38 thermally communicate with a heat exchanger 44. The present teachings contemplate that no heat exchanger 44 may be present.

[0133] Control of the thermal effector 42 is ultimately determined by the heat transfer rate relative to the airstream 38 required to achieve a setpoint temperature. Heat transfer rates are indicated by labelled arrows. The setpoint temperature can be directed by an occupant and / or an autonomous climate system, as described herein.

[0134] The convective thermal system 36 may be located in a seat and / or in a footwell. In one example of the present teachings, the convective thermal system 36 may function as a neckwarmer, a footwarmer, or both.

[0135] It is understood that the above description is intended to be illustrative and not restrictive. Many embodiments as well as many applications besides the examples provided will be apparent to those of skill in the art upon reading the above description. The scope of the invention should, therefore, be determined not with reference to the above description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. The disclosures of all articles and references, including patent applications and publications, are incorporated by reference for all purposes. The omission in the following claims of any aspect of subject matter that is disclosed herein is not a disclaimer of such subject matter, nor should it be regarded that the inventors did not consider such subject matter to be part of the disclosed inventive subject matter.

[0136] The explanations and illustrations presented herein are intended to acquaint others skilled in the art with the invention, its principles, and its practical application. The above description is intended to be illustrative and not restrictive. Those skilled in the art may adapt and apply the invention in its numerous forms, as may be best suited to the requirements of a particular use.

[0137] Accordingly, the specific embodiments of the present invention as set forth are not intended as being exhaustive or limiting of the teachings. The scope of the teachings should, therefore, be determined not with reference to this description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. The omission in the following claims of any aspect of subject matter that is disclosed herein is not a disclaimer of such subject matter, nor should it be regarded that the inventors did not consider such subject matter to be part of the disclosed inventive subject matter.

[0138] Plural elements or steps can be provided by a single integrated element or step. Alternatively, a single element or step might be divided into separate plural elements or steps.

[0139] The disclosure of “a” or “one” to describe an element or step is not intended to foreclose additional elements or steps.

[0140] The method may comprise one or more of the steps recited herein. Some of the steps may be duplicated, removed or eliminated, rearranged relative to other steps, combined into one or more steps, separated into two or more steps, or a combination thereof.

[0141] The flow charts described herein do not imply a fixed order to the steps, and embodiments of the present invention may be practiced in any order that is practicable, unless otherwise specified herein.

[0142] While the terms first, second, third, etc., may be used herein to describe various elements, components, regions, layers and / or sections, these elements, components, regions, layers and / or sections should not be limited by these terms. These terms may be used to distinguish one element, component, region, layer or section from another region, layer, or section. Terms such as “first,” “second,” and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer, or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings.

[0143] Spatially relative terms, such as “inner,” “outer,” “beneath,” “below,” “lower,” “above,” “upper,” and the like, may be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the figures. Spatially relative terms may be intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as “below” or “beneath” other elements or features would then be oriented “above” the other elements or features. Thus, the example term “below” can encompass both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

[0144] Unless otherwise stated, all ranges include both endpoints and all numbers between the endpoints. The use of “about” or “approximately” in connection with a range applies to both ends of the range. Thus, “about 20 to 30” is intended to cover “about 20 to about 30”, inclusive of at least the specified endpoints.REFERENCE NUMERALS

[0145] 10 Human-machine interface

[0146] 12 Body control module

[0147] 14 Dedicated climate controller

[0148] 16 Sensor

[0149] 18 Thermal effector

[0150] 20 Fluid moving device

[0151] 22 Neck thermal effector

[0152] 24 Back thermal effector

[0153] 26 Seat thermal effector

[0154] 28 Sensor

[0155] 28' Sensor

[0156] 28" Sensor

[0157] 30 Dedicated climate controller

[0158] 30' Dedicated climate controller

[0159] 30" Dedicated climate controller

[0160] 32 Body control module

[0161] 34 Human-machine interface

[0162] 36 Convective thermal system

[0163] 38 Airstream

[0164] 40 Conduit

[0165] 42 Thermal effector

[0166] 44 Heat exchanger

Claims

CLAIMSClaim 1 : A method for control of a thermal effector, the method comprising: a) receiving a setpoint heat transfer rate, derived from an input of a human-machine interface and / or an autonomous climate system; b) estimating a cycle heat transfer rate between an airstream thermally influenced by the thermal effector and an occupant; c) determining an error based on the setpoint heat transfer rate and the cycle heat transfer rate; d) determining a unique correction factor based on the error; e) determining a target temperature of the airstream based on the unique correction factor; and f) operating the thermal effector to thermally influence the airstream to meet the target temperature.Claim 2: The method according to Claim 1, wherein the setpoint heat transfer rate is at least partially based on the input and a power capacity of the thermal effector, and optionally a body region sensitivity factor associated with a body region of the occupant that is thermally influenced by the thermal effector.Claim 3 : The method according to Claim 1 or Claim 2, wherein the cycle heat transfer rate is at least partially based on a temperature applied by the airstream, a temperature of the occupant, a clothing resistance, an area through which heat transfer occurs, a convective heat transfer coefficient, or any combination thereof; optionally wherein the temperature applied by the airstream is derived from an estimation based at least in part upon an inlet temperature, an outlet temperature, airflow rate, or any combination thereof; optionally wherein the sensor communicates, via a vehicle bus, with the dedicated climate controller; optionally wherein the temperature of the occupant is determined at least in part on a seasonal factor, a metabolic heat loss, a convective heat transfer coefficient, an airflow rate, or any combination thereof.Claim 4: The method according to any one of the preceding claims, wherein the unique correction factor is further based on a pre-determined operating range unique to each of a plurality of inputs from which the input is selected, and the body region sensitivity factor; and optionally wherein the unique correction factor is determined independent of an operation of another thermal effector.Claim 5 : The method according to any one of the preceding claims, wherein the method further comprises one or more of: determining an operating mode of the thermal effector based on the error, the operating mode being selected from a heating mode, a cooling mode, or a standby mode; optionally the determining is performed by a logic block; and comparing the target temperature to an upper limit and / or a lower limit and correcting the target temperature not to surpass the upper limit or fall below the lower limit.Claim 6: The method according to any one of the preceding claims, wherein the method further comprises: a dedicated climate controller receiving, via the vehicle bus, the setpoint heat transfer rate from a body control module; and optionally wherein estimating the cycle heat transfer rate, determining the error, determining the unique correction factor, determining the target temperature, operating the thermal effector, or any combination thereof, is performed by the dedicated climate controller.Claim 7 : The method according to any one of the preceding claims, wherein the method further comprises: repeating the method from step b) after a single cycle comprising steps a) through f) is complete; or repeating the method from step a) upon selection of an updated input from the human-machine interface and / or the autonomous climate system.Claim 8: The method according to any one of the preceding claims, wherein the method ultimately controls the thermal effector based on the temperature applied by the airstream, to the exclusion of any other temperatures applied upon the occupant and / or a vehicle component that is in thermal communication with the occupant.Claim 9: The method according to any one of the preceding claims, wherein the thermal effector is operated to a temperature proportional to the unique correction factor.Claim 10: The method according to any one of the preceding claims, wherein the method is performed by a plurality of the thermal effector including: one or more first thermal effectors thermally influencing a neck zone of the seat; one or more second thermal effectors thermally influencing a leg and / or foot zone of the seat;or any combination thereof.Claim 11: The method according to any one of the preceding claims, wherein the method is independently performed for the one or more first and / or second thermal effectors such that independent thermal control of the neck zone, the leg and / or foot zone, or both is provided for; and optionally wherein the operating mode of each of the one or more first and / or second thermal effectors is same and / or different.Claim 12: The method according to any one of the preceding claims, wherein the plurality of thermal effectors thermally influencing a common zone cooperate in operation to achieve the target temperature.Claim 13: A system for thermally conditioning an occupant, the system comprising: a seat including at least two zones including a first zone and a second zone; at least two thermal effectors including a first thermal effector and a second thermal effector respectively located in each of the first and second zones; at least two dedicated climate controllers including a first dedicated climate controller and a second dedicated climate controller respectively operating, independently, the first and second thermal effectors, the first and second dedicated climate controllers each comprising an individual control loop.Claim 14: The system according to Claim 13, further comprising at least two sensors including a first sensor and a second sensor respectively sensing temperatures of the first and second thermal effectors, the temperatures provided as a temperature input to the individual control loops; and optionally wherein the at least two sensors are negative temperature coefficient resistors, resistance temperature detectors, thermocouples, semi-conductor type sensors, or any combination thereof.Claim 15: The system according to Claim 13 or Claim 14, further comprising a body control module in signal communication, via a vehicle bus, with a human-machine interface and / or an autonomous climate module; wherein the body control module is in signal communication with the first and second dedicated climate controllers to provide a setpoint heat transfer rate to the individual control loops, the setpoint heat transfer rate input being derived from the human-machine interface and / or the autonomous climate module.Claim 16: The system according to any one of Claim 13 through Claim 15, wherein the at least two zones include a neck zone, a leg and / or foot zone, or both.Claim 17: The system according to any one of Claim 13 through Claim 16, wherein the at least two thermal effectors include convective thermal effectors.Claim 18 : The system according to any one of Claim 13 through Claim 17, wherein the convective thermal effectors are disposed in or proximate to a path an airstream; optionally wherein the convective thermal effectors thermally influence one or more heat exchangers disposed in or proximate to the path of the airstream; and optionally wherein the convective thermal effector includes a resistive heater and / or a thermoelectric device.Claim 19: The system according to any one of Claim 13 through Claim 18, wherein the at least two dedicated climate controllers are free from signal communication with one another.Claim 20: The system according to any one of Claim 13 through Claim 19, wherein the at least two dedicated climate controllers are free from direct and / or indirect signal communication with sensors sensing one or more other temperatures applied upon the occupant and / or the seat.Claim 21: Use of the method according to Claim 1 by the system according to Claim 13.

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