Methods to control and monitor seat heat and vent systems for diagnostics and degradation

Abstract

A method is provided for controlling a heating system for a seat assembly in an automotive vehicle. The method includes controlling a heating element temperature between a temperature limit TPLimit and a temperature low TPLow based on an actual temperature TPActual from a temperature sensor. The method adjusts the temperature limit TPLimit if the heating system is turned off and then turned on after a short period of time.

Description

METHODS TO CONTROL AND MONITOR SEAT HEAT AND VENT SYSTEMS FOR DIAGNOSTICS AND DEGRADATIONCROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to U.S. Provisional Application 63 / 652,435 filed on May 28, 2024, the disclosure of which is hereby incorporated by reference in its entirety.FIELD OF THE INVENTION

[0002] The present invention relates to a seat assembly for an automotive vehicle. More specifically, the present invention relates to methods to monitor and control a seat heating and ventilation system for a seat assembly in an automotive vehicle.DESCRIPTION OF RELATED ART

[0003] Traditional seat assemblies used in automotive vehicles include a seat back pivotably coupled to a seat cushion which provides a seating surface for an occupant of the automotive vehicle. It is typical for the automotive vehicle to include a control system which receives signal inputs from one or more sensors, switches, and the like and provides outputs to certain components and actuators within the automotive vehicle. Typically, the seat assembly includes an occupant detection system (ODS). which transmits an ODS signal to the control system which indicates if the occupant is sitting on the seat cushion. Certain known seat assemblies also include an occupant classification system (OCS), which transmits an OCS signal to the control system indicative of one or more of a posture, size, weight classification and seating position of the occupant on the seat cushion.

[0004] Certain known seat assemblies also include a heating system integrated into the seat cushion and / or the seat back which is configured to elevate a temperature of the seating surface. Typically, conventional heating systems are manually operated by the occupant using on / off switches. Conventional heating systems ty pically include one or more heating elements and a temperature sensor integrated into the seat cushion and / or the seat back. The temperature sensor typically provides a temperature signal to the control system indicative of the current temperature within the seat assembly. Typically, the automotive vehicle and / or the seat assembly includes a heater input switch having one or more heat settings, such as a heat-high switch, a heat-low switch, a heat-off switch, and the like. The heater input switch provides a heater control signal to the control system based on the selected heat setting. The control systemtypically includes predetermined parameters corresponding to the selected heat settings. It is common for the control system to selectively provide power to the heating element based on the heater control signal, the temperature signal, and the predetermined parameters. It is also known for the control system to provide pulse width modulated (PWM) power to the heating element, such as when a heat-low switch is selected. It is also known that the amount of heat generated by heating element can degrade over time.

[0005] Certain known seat assemblies also include a ventilation system having one or more fans configured to provide airflow through the seating surface in order to adjust the temperature of the seating surface. Typically, the ventilation system is manually operated by the occupant using on / off switches. Typically, the automotive vehicle and / or the seat assembly includes a vent input swatch having one or more vent settings, such as vent-high, vent-low, vent-off, and the like. The vent input switch provides a vent control signal to the control system based on the selected vent setting. It is common for the control system to selectively provide power to the one or more fans based on the vent control signal.

[0006] However, the performance of the heating and ventilation systems often result in the seat surface having an undesired surface temperature. For example, the occupant might turn off or turn on the heating and ventilation system as the surface temperature becomes too high or too low based on the occupant's perception of the preferred surface temperature.

[0007] It is commonly known that automotive vehicles having a combustion engine generate heat during combustion which is expelled through the engine exhaust. Typically, the heat in the engine exhaust is available for providing heat to the occupant of the automotive vehicle through a vehicle heating system. The reuse of heat from the engine exhaust reduces the amount of heating provided by the seat assembly since the vehicle heating system can elevate the ambient temperature within the vehicle.

[0008] It is also known that electric vehicles which lack a combustion engine also lack engine exhaust. Thus, these electric vehicles are unable to reuse heat in the engine exhaust to provide heat to the occupant of the electric vehicle. The electric vehicles lacking a combustion engine rely on a vehicle battery to provide power for systems within the vehicle, such as the heating and ventilation systems, in addition to providing power for propulsion of the electric vehicle. However, it is also known that the vehicle battery can provide a limited amount of instantaneous power and further includes a limited amount of power capacity.

[0009] It is desirable to improve the performance of the heating and ventilation system to provide an improved occupant experience. It is also desirable to monitor the heating and ventilation system for degradation and compensate for the degradation. Further, it is desirable to reduce the power consumption and instantaneous power delivery and improve energy savings for heating and ventilation systems within the seat assembly.SUMMARY OF THE INVENTION

[0010] According to one embodiment, there is provided a method for controlling a heating system and / or a ventilation system for a seat assembly in an automotive vehicle. The method includes providing the seat assembly including a seat cushion, providing the heating system which includes a control system, a heating element positioned within the seat cushion and electrically connected to the control system, a temperature sensor adjacent the heating element and electrically connected to the control system for providing an actual temperature TP Actual of the heating element to the control system, and a heater control electrically connected to the control system for providing a heat-on condition and a heat-off condition to the control system, wherein the control system selectively provides a heater power to the heating element. The method also includes selecting the heat-on condition on the heater control, and setting a temperature limit TPLimit equal to a first predetermined value and setting a temperature low TPLOW to a second predetermined value in response to receiving the heat-on condition, wherein the second predetermined value is less than the first predetermined value. The method also includes determining the actual temperature TP Actual from the temperature sensor, providing the heater power to the heating element to maintain the actual temperature TP Actual less than or equal to the temperature limit TPLimit and greater or equal to the temperature low TPLOW, and selecting the heat-off condition on the heater control. The method also includes terminating providing the heater power to the heating element in response to the selection of the heat-off condition, selecting a subsequent heat-on condition after selecting the heat-off condition, determining a heat-off time between terminating providing the heater power and the selection of the subsequent heat-on condition, adjusting the temperature limit TPi.imit based on the heat- off time, and providing the heater power to the heating element to maintain the actual temperature TP Actual less than or equal to the temperature limit TPLimit and greater or equal to the temperature low TPLOW. The method optionally includes providing an ignition switch electrically connected to the control system and including a key-on condition and a key-off condition, selecting the key-on condition prior to selecting the heat-on condition, selecting the key-off condition after selecting the key-on condition, and determining if the selection of thekey-off condition occurred between the selection of the heat-off condition and the selection of the subsequent heat-on condition. The method also optionally includes adjusting the temperature limit TPi.imit by setting the temperature limit TPj,imit to the first predetermined value if the selection of the key-off condition occurred between the selection of the heat-off condition and the selection of the subsequent heat-on condition or if the heat-off time is greater than a predetermined threshold. The method also optionally includes adjusting the temperature limit TP imit by decreasing the temperature limit TPtimit by a first shift delta AS if the heat-off time is less than the predetermined threshold and the selection of the key-off condition is absent between the selection of the heat-off condition and the selection of the subsequent heat-on condition. The method also optionally includes determining if the temperature low TPLOW is greater or equal to the temperature limit TPLimit. and decreasing the temperature low TPLOW by a second shift delta As if the newly updated temperature low TPi ow is greater or equal to the temperature limit TPLimit, wherein the second shift delta As is less than the first shift delta AS. The method also optionally includes the seat assembly with a ventilation system having one or more fans, a vent control electrically connected to the control system for providing a vent-on condition and a vent-off condition to the control system, wherein the control system selectively provides fan power to the one or more fans. The above method of controlling the heating system and / or the ventilation system improves the performance of the heating system, reduces energy consumption, and provides improved satisfaction to an occupant sitting on the seat assembly.

[0011] According to another embodiment, there is provided a method for controlling a heating system and / or a ventilation system for a seat assembly in an automotive vehicle. The method includes providing the seat assembly including a seat cushion, providing the heating system which includes a control system, a heating element positioned within the seat cushion and electrically connected to the control system, a temperature sensor adjacent the heating element and electrically connected to the control system for providing an actual temperature TP Actual of the heating element to the control system, a heater control electrically connected to the control system for providing a heat-on condition and a heat-off condition to the control system and an occupant information system electrically connected to the control system for providing a first seat condition and a second seat condition wherein the first seat condition is different than the second seat condition, wherein the control system selectively provides one of a first heater power and a second heater power to the heating element wherein the first heater power is different than the second heater power. The method further includes selecting the heat-on condition on the heater control, receiving one of the first seat condition and the second seat condition from the occupant information svstem. providing the first heater power to the heatingelement in response to receiving the first seat condition from the occupant information system, and providing the second heater power to the heating element in response to receiving the second seat condition from the occupant information system. The method optionally includes the first seat condition is a seat occupied condition, the second seat condition is a seat unoccupied condition. The method optionally includes wherein the second heater power includes supplying the first heater power to the heating element after a predetermined amount of time. The method optionally includes wherein the second heater power includes supplying a reduced PWM duty cycle of the first heater power to the heating element. Further, the method optionally includes wherein the second heater power includes supplying the first heater power to the heating element after receiving the first seat condition. The method optionally includes the first seat condition is a first weight class and the second seat condition is a second weight class wherein the first weight class is different from the second weight class. The method optionally includes the heating element having a first heating zone and a second heating zone. The method optionally includes the occupant information system including a first pressure sensor and a second pressure sensor electrically connected to the control system. The method optionally includes receiving a first pressure signal from the first pressure sensor and a second pressure signal from the second pressure sensor, and providing the first heater power to one of the first heating zone and the second heating zone in response to receiving the first pressure signal and providing the second heater power to an other one of the first heating zone and the second heating zone in response to the second pressure signal. The method optionally includes one of the first and second pressure signals having a larger amplitude than an other one of the first and second pressure signals. The method optionally includes the first heater power is different from the second heater power by one or more of an PWM duty cycle, an amount of time during a heat-on period of the first and second heater power, an amount of time during a heat-off period of the first and second heater power, and a temperature limit TPumit. The method also optionally includes the seat assembly with a ventilation system having one or more fans, a vent control electrically connected to the control system for providing a vent-on condition and a vent-off condition to the control system, wherein the control system selectively provides fan power to the one or more fans. The above method of controlling the heating system and / or the ventilation system improves the performance of the heating system, reduces energy consumption, and provides improved satisfaction to an occupant sitting on the seat assembly.

[0012] According to another embodiment, there is provided a method for controlling a heating system and / or a ventilation system for a seat assembly in an automotive vehicle. The method includes providing the seat assembly including a seat cushion, providing the heating systemwhich includes a control system, a heating element positioned within the seat cushion and electrically connected to the control system, a temperature sensor adjacent the heating element and electrically connected to the control system for providing an actual temperature TP Actual of the heating element to the control system, a heater control electrically connected to the control system for providing a heat-on condition and a heat-off condition to the control system, wherein the control sy stem selectively provides a heater power to the heating element. The method also includes selecting the heat-on condition on the heater control, setting a temperature limit TP imit equal to a first predetermined value and setting a temperature low TPLOWto a second predetermined value in response to receiving the heat-on condition, wherein the second predetermined value is less than the first predetermined value, and determining the actual temperature TP Actual from the temperature sensor. The method also includes providing the heater power to the heating element to maintain the actual temperature TP Actual less than or equal to the temperature limit TPLimit and greater or equal to the temperature low TPLOW, wherein the providing of the heater power comprises an alternating sequence of a heat-on period followed by a heat-off period, the heat-on period corresponding to providing the heater power until the actual temperature TPActuai reaches the temperature limit TP imit and the heat- off period corresponding to terminating providing the heater power when the actual temperature TPActuai is equal to the temperature limit TPtimit and terminating the heat-off period when the actual temperature TPActuai decreases to the temperature low TPLOW. The method also includes determining a delta energy AE provided to the heating element during the heat-on period by the heater power, determining a delta time ATime for the heat-on period and the subsequent heat-off period, determining an aging index based on the delta energy AE and the delta time ATime, and determining that the heating system is aged if the aging index is below a predetermined aging threshold. The method optionally includes the aging index being the delta time ATime divided by the delta energy AE. The method also optionally includes the seat assembly with a ventilation system having one or more fans, a vent control electrically connected to the control system for providing a vent-on condition and a vent-off condition to the control system, wherein the control system selectively provides fan power to the one or more fans. The above method of controlling the heating system and / or the ventilation system improves the performance of the heating system, reduces energy consumption, and provides improved satisfaction to an occupant sitting on the seat assembly.

[0013] According to another embodiment, there is provided a method for controlling a heating system and / or a ventilation system for a seat assembly in an automotive vehicle. The method includes providing a vehicle, providing the seat assembly within the vehicle and whichincludes a seat cushion, and providing the heating system within the vehicle and which includes a control system, a heating element positioned within the seat cushion and electrically connected to the control system, a heater control electrically connected to the control system for providing a heat-on condition and a heat-off condition to the control system, and a temperature sensor adjacent the heating element and electrically connected to the control system for providing an actual temperature TPActuai of the heating element to the control system, wherein the control system selectively provides one or more of a first heater power and a second heater power to the heating element, wherein the first heater power is different than the second heater power, and wherein the control system receives global positioning system (GPS) information. The method further includes providing a destination to the control system, determining a current location of the vehicle, receiving the heat-on condition from the heater control, and determining one or more of a time remaining and a distance remaining based on the current location of the vehicle and the destination. The method further includes providing the first heater power to the heating element based on the received heat-on condition if one or more of the time remaining and the distance remaining is greater than a predetermined time threshold and a predetermined distance threshold, respectively, and providing the second heater power to the heating element based on the received heat-on condition if the one or more of the time remaining and the distance remaining is equal to or less than the predetermined time threshold and the predetermined distance threshold, respectively. The method optionally includes setting a temperature limit TPtimit equal to a first predetermined value and setting a temperature low TPLOW to a second predetermined value in response to receiving the heat-on condition, wherein the second predetermined value is less than the first predetermined value, determining the actual temperature TPActuai from the temperature sensor, and providing one of the first heater power and the second heater power to the heating element to maintain the actual temperature TPActuai less than or equal to the temperature limit TPLimit and greater or equal to the temperature low TPL<™ . The method optionally includes providing the second heater power which further includes providing a reduced PWM duty cycle of the first heater power. The method optionally includes the second heater power including terminating providing the first heater power. The method optionally includes the second heater power decreasing the temperature limit TPLimit. The method optionally includes the seat assembly further including a ventilation system having one or more fans, a vent control electrically connected to the control system for providing a vent-on condition and a vent-off condition to the control system, wherein the control system selectively provides one or more of a first fan power and a second fan power to the one or more fans wherein the first fan power is different than the second fanpower. The method optionally includes selecting the vent-on condition on the vent control, providing the first fan power to the one or more fans based on the received vent-on condition if one or more of the time remaining and the distance remaining is greater than the predetermined time threshold and the predetermined distance threshold, respectively, and providing the second fan power to the one or more fans based on the received vent-on condition if the one or more of the time remaining and the distance remaining is equal to or less than the predetermined time threshold and the predetermined distance threshold, respectively. The method optionally includes wherein providing the second fan power includes providing a reduced PWM duty cycle of the first fan power. The method optionally includes wherein the second fan power includes terminating providing the first fan power. The method optionally includes wherein the second fan power includes providing the first fan power intermittently. The above method of controlling the heating system and / or the ventilation system improves the performance of the heating system, reduces energy consumption, and provides improved satisfaction to an occupant sitting on the seat assembly.BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Advantages of the present invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein:

[0015] Figure 1 is a schematic view of a seat assembly within an automotive vehicle, according to one embodiment of the present invention;

[0016] Figure 2 is a schematic view of a system architecture, according to one embodiment of the present invention;

[0017] Figure 3 is schematic view depicting software functions of the system architecture of Figure 2 during an ignition cycle;

[0018] Figure 4 is schematic new depicting software functions of the system architecture of Figure 4 during a plurality of ignition cycles;

[0019] Figure 5 is a schematic view of a system model, according to one embodiment of the present invention;

[0020] Figure 6 is a schematic view of an observer model, according to one embodiment of the present invention;

[0021] Figure 7 is a schematic view of an adaptive algorithm, according to one embodiment of the present invention;

[0022] Figure 8 is a flowchart of an ignition algorithm, according to one embodiment of the present invention;

[0023] Figure 9 is a flowchart of a heat-on algorithm, according to one embodiment of the present invention;

[0024] Figure 10 is a flowchart of a heat-off algorithm, according to one embodiment of the present invention;

[0025] Figure 11 is a flowchart of an occupant algorithm, according to one embodiment of the present invention;

[0026] Figure 12 is a schematic view further illustrating the occupant algorithm of Figure 11;

[0027] Figure 13 is a chart illustrating an energy algorithm, according to one embodiment of the present invention;

[0028] Figure 14 is a chart illustrating another embodiment of the energy' algorithm of Figure 13, according to another embodiment of the present invention;

[0029] Figure 15 is a chart illustrating an embodiment of a profile algorithm, according to one embodiment of the present invention;

[0030] Figure 16 is a flowchart of a condition algorithm, according to one embodiment of the present invention;

[0031] Figure 17 is a schematic view of data buffers for the condition algorithm of Figure 16;

[0032] Figure 18 is a chart showing a heat response of an unoccupied seat cushion during a power algorithm, according to one embodiment of the present invention;

[0033] Figure 19 is a chart showing a heat response of an occupied seat cushion during the power algorithm of Figure 18;

[0034] Figure 20 is a flowchart of a profile algorithm, according to one embodiment of the present invention;

[0035] Figure 21 is a chart showing heater temperature over time in response to the profile algorithm of Figure 20, according to one embodiment of the present invention;

[0036] Figure 22 is a chart showing heater temperature over time in response to the profile algorithm of Figure 20, according to another embodiment of the present invention;

[0037] Figure 23 is a chart showing heater temperature over time in response to the profile algorithm of Figure 20, according to yet another embodiment of the present invention;

[0038] Figure 24 is a schematic view of a distance algorithm, according to one embodiment of the present invention;

[0039] Figure 25 is a flowchart of the distance algorithm of Figure 24; and

[0040] Figure 26 is a flowchart of a communication algorithm, according to one embodiment of the present invention.DETAILED DESCRIPTION OF THE INVENTION

[0041] Figures 1-26 illustrate a seat assembly 10 for use in an automotive vehicle 12 and control methods thereof, according to embodiments described herein. Directional references employed or shown in the description, figures or claims, such as top, bottom, upper, lower, upward, downward, lengthwise, widthwise, left, right, and the like, are relative terms employed for ease of description and are not intended to limit the scope of the invention in any respect. Referring to the Figures, like numerals indicate like or corresponding parts throughout the several views.

[0042] Referring to Figure 1, the seat assembly 10 is positioned within the automotive vehicle 12 and comprises a seat back 14, a seat cushion 16, and a trim cover 18. The seat back 14 is pivotably coupled to the seat cushion 16. The exterior surfaces of the seat back 14 and the seat cushion 16 are at least partially encased by the trim cover 18. The trim cover 18 includes a seating surface 20 extending across an upper portion of the seat cushion 16 and facing upward. During use, an occupant 22 typically sits on the seating surface 20. The seat cushion 16 also includes an intermediary layer 24, a base cushion 26, and a foam pad 28. The intermediary layer 24 is spaced vertically between the base cushion 26 and the foam pad 28. The trim cover 18 extends over an upper surface of the foam pad 28.

[0043] Depicted in Figure 1, the automotive vehicle 12 and / or the seat assembly 10 includes an electronic control system 30 electrically connected to the seat assembly 10. It will be appreciated that the control system 30 might include one or more of an electronic control unit (ECU) 32, a vehicle control unit (VCU) 34, an in-vehicle network (IVN) 36, and the like. In one exemplary' embodiment, the control system 30 includes the VCU 34 associated with the automotive vehicle 12, the ECU 32 associated with the seat assembly 10, and the in-vehicle network (IVN) 36 electrically connecting the ECU 32 and the VCU 34. The automotive vehicle 12 also includes an ignition switch 38, an ignition output 40, and an ignition signal 42. The ignition switch 38 is a traditional ignition switch which includes a key -on condition 44 and a key-off condition 46. The key-on condition 44 and the key-off condition 46 are also described hereinafter as the ignition being on and off, respectively. The ignition switch 38 is electrically connected to the control system 30 via the ignition output 40 for transmitting the ignition signal 42 which indicates if the key-on condition 44 or the key-off condition 46 is currently7selected.

[0044] The control system 30 also includes a pulse width modulated (PWM) driver 48, which is configured to supply PWM signals 50, 52 to components within the seat assembly 10, as commonly know n in the art. The amount of power (i.e., the amount of voltage and / or current) supplied to the components is directly related to the duty' cycle of the PWM signals 50, 52. In more detail, the PWM driver 48 adjusts the amount of PWM signals 50. 52 (i.e., the amount of PWM duty cycle) supplied by using a digital signal that provides an alternating sequence of a high state and a low state. The percentage of time the digital signal is in the high state within a given time period is described as the PWM duty' cycle. Decreasing the PWM duty7cycle effectively decreases the average voltage or current received by the component.

[0045] Depicted in Figure 1 , the seat assembly 10 also includes an occupant detection system (ODS) 54 which detects the presence of an occupant 22 on the seat cushion 16. The occupant detection system (ODS) 54 includes an ODS sensor 56 and an ODS output 58. The ODS sensor 56 is electrically connected to the ODS output 58, which in turn is electrically connected to the control system 30. The occupant detection system (ODS) 54 transmits an ODS signal 60 to the control system 30 via the ODS output 58 in response to the ODS sensor 56 detecting the presence of the occupant 22 on the seat cushion 16, as is commonly known in the art. It will be appreciated that the detection of an occupant 22 on the seat cushion 16 and the detection of an unoccupied seat cushion 16 are optionally described as a first seat condition and a second seat condition, and the like.

[0046] The seat assembly 10 may alternatively include an occupant classification system (DCS) 62 which detects the weight class, size, and / or posture of different occupants 22. 64 sitting on the seat cushion 16. The occupant classification system (OCS) 62 includes one or more pressure sensors 66 and an OCS output 68. It will be appreciated that the one or more pressure sensors 66 includes a first pressure sensor 66, a second pressure sensor 66, and the like. The pressure sensors 66 are electrically connected to the OCS output 68, which in turn is electrically connected to the control system 30. The occupant classification system (OCS) 62 transmits an OCS signal 70 to the control system 30 via the OCS output 68 in response to the pressure sensors 66 detecting the presence, weight, and / or posture of the occupant 22, 64 on the seat cushion 16. It will be appreciated that the OCS signal 70 optionally comprises a first pressure signal 70 from a first pressure sensor 66, a second pressure signal 70 from the second pressure sensor 66, and the like. While the occupant detection system (ODS) 54, the ODS sensor 56, the occupant classification system (OCS) 62, and the pressure sensors 66 are shown positioned within the base cushion 26, it will be appreciated that the location of these components within the seat assembly 10 can vary without altering the scope of the present invention. It will be appreciated that the occupant detection system (ODS) 54 and / or the occupant classification system (OCS) 62 can be generically described as an occupant information system 54, 62.

[0047] Figure 12 illustrates an exemplary embodiment of the occupant classification system (OCS) 62, which includes an occupant pressure map 72, a plurality of pressure sensors 66, and a plurality of OCS outputs 68. The occupant pressure map 72 includes the plurality of pressure sensors 66 distributed over a plurality of rows R1-R8 with a plurality of pressure sensors Sl- S6. 66 in each one of the plurality of rows R1-R8. The occupant pressure map 72 shown in Figure 12 includes eight rows R1-R8 with six pressure sensors S1-S6, 66 per row R1-R8. It will be appreciated that the number of pressure sensors 66 and the distribution of the pressure sensors 66 over the occupant pressure map 72 might vary without altering the scope of the present invention. In operation, each row R1-R8 of the pressure sensors 66 transmits a respective OCS signal 70 via the respective OCS output 68 to the control system 30, shown as pressure signals Pi, P2, P3, P4, Pn-3, Pn-2, Pn-i, and Pn, which indicates the amount of sensed pressure by each one of the pressure sensors S1-S6, 66 in the respective row R1-R8. The pressure signals Pi, P2, P3, P4, Pn-3, Pn-2, Pn-i, and Pncorrespond to rows R1-R8, respectively.

[0048] Depicted in Figure 1, the seat assembly 10 also includes a heating system 74 for elevating a surface temperature Taof the seating surface 20. The heating system 74 includes aheating element 76, a heater wire 78, a heater power 80, a temperature sensor 82, a temperature output 84, a temperature signal 86, and a heat control 88. The heating element 76 is inserted into the intermediary layer 24 of the seat cushion 16. The heating element 76 could also be located elsewhere within the seat cushion 16 without altering the scope of the present invention. The heating element 76 is electrically connected to the control system 30 by the heater wire 78. In one exemplary embodiment, the heating element 76 includes a plurality of heating zones 90, 92. 94, 96 which are independently controllable by the control system 30 for providing zonal heating. The plurality of heating zones 90, 92, 94, 96 includes a first heating zone 90, a second heating zone 92, a third heating zone 94, a fourth heating zone 96, and the like. In one exemplary embodiment, the control system 30 selectively provides one or more of a first heater PWM signal 50 and a second heater PWM signal 50 to the heater wire 78, wherein the first heater PWM signal 50 and the second heater PWM signal 50 are different in one or more of an amount of PWM duty cycle, the amount of time the heater PWM signal 50 is provided to the heating element 76, and the like as further described below.

[0049] In the exemplary embodiment shown in Figure 12, the occupant classification system (OCS) 62 provides pressure information to the control system 30 which generally corresponds to locations within the heating element 76. Described in more detail below, the control system 30 receives the pressure signals P1-P4, Pn-3- Pn from the occupant pressure map 72 and determines target temperatures TSi, TS2, TSn-i. TSnfor controlling the heater power 80 provided to the first through fourth heating zones 90, 92, 94, 96, respectively, via a respective one of first through fourth heater wires 78a-78d. In more detail, the first heating zone 90 of the heating element 76 corresponds to the first and second rows Rl, R2 of the occupant pressure map 72 and the first and second pressure signals Pi. P2. The second heating zone 92 of the heating element 76 corresponds to the third and fourth rows R3, R4 of the occupant pressure map 72 and the third and fourth pressure signals P3, P4. The third heating zone 94 corresponds to the fifth and sixth rows R5, R6 of the occupant pressure map 72 and the fifth and sixth pressure signals Pn-3, Pn-2. The fourth heating zone 96 corresponds to the seventh and eight rows R7. R8 of the occupant pressure map 72 and seventh and eighth pressure signals Pn-i. Pn.

[0050] Depicted in Figure 1, the temperature sensor 82 is fixedly coupled to and / or adjacent to the heating element 76 and inserted into the intermediary layer 24 of the seat cushion 16. The temperature sensor 82 could also be located elsewhere within the seat cushion 16 without altering the scope of the present invention. The temperature sensor 82 is electrically connected to the temperature output 84, which in turn is electrically connected to the control system 30.One exemplary temperature sensor 82 is a negative temperature coefficient thermistor (NTC), as is commonly known in the art. In operation, the temperature sensor 82 transmits the temperature signal 86 to the control system 30 via the temperature output 84 in response to the temperature sensor 82 detecting a heater temperature Ti, as is commonly known in the art. It will be appreciated that the temperature sensor 82 optionally includes a plurality' of temperature sensors 82 corresponding to the plurality of heating zones 90, 92. 94, 96, wherein a first temperature sensor 82 corresponds to the first heating zone 90, a second temperature sensor 82 corresponds to the second heating zone 92, and the like.

[0051] The heat control 88 is typically fixedly coupled to the seat assembly 10 or positioned remote of the seat assembly 10 within the automotive vehicle 12. The heat control 88 includes a heat-high switch 98, a heat-low switch 1 0, a heat-off switch 102, and the like. The heat control 88 also includes a heat control output 104 and a heat control signal 106. The heat-high switch 98, the heat-low switch 100, and the heat-off switch 102 are electrically connected to the heat control 88. which in turn is electrically connected to the control system 30 via the heat control output 104. It will be appreciated that the heat control 88 provides a heat-on condition to the control system 30 when one of the heat-high switch 98 and the heat-low switch 100 is selected. Further, the heat control 88 provides a heat-off condition to the control system 30 when the heat-off switch 102 is selected.

[0052] In operation, the occupant 22 selects one of the heat-high switch 98, the heat-low switch 100, and the heat-off switch 102 on the heat control 88. Next, the heat control 88 transmits the heat control signal 106 to the control system 30 via the heat control output 104 in response to the selection of one of the heat-high switch 98. the heat-low switch 100, and the heat-off switch 102. In addition, the temperature sensor 82 transmits the temperature signal 86 to the control system 30 that is indicative of the current temperature Ti of the heating element 76. Next, the control system 30 determines an amount of heater power 80 to be provided to the heating element 76 based in part on the heat control signal 106, the temperature signal 86, and based on additional methods described in more detail below. After determining the amount of heater power 80 to be supplied, the PWM driver 48 generates the first PWM signal 50 for the desired amount of heater power 80, which is supplied to the heating element 76 via the heater wire 78. Next, the heating element 76 generates an amount of heat in response to the amount of heater power 80 provided, which in turn raises the heater temperature Ti and raises the surface temperature Taof the seating surface 20. In one exemplary embodiment, the control system 30provides the first PWM signal 50 as the heater power 80 wherein the amount of heater power 80 delivered is adjusted by changing the duty cycle of the PWM signal 50.

[0053] The seat assembly 10 may also include a ventilation system 108 for decreasing the surface temperature Taof the seating surface 20. The ventilation system 108 includes one or more fans 110, a fan wire 112. a fan power 114. and a vent control 116. The one or more fans 110 are typically inserted into the seat assembly 10 and provide a forced airflow 118 directed through the seat cushion 16 towards the seating surface 20, as is commonly known in the art. It will be appreciated that the one or more fans 110 optionally includes a first fan 110a, a second fan 110b. and the like, which provide a first forced airflow 118a, a second forced airflow 118b, and the like, respectively. The one or more fans 110 are electrically connected to the control system 30 by the fan wire 1 12. The control system 30 selectively provides an amount of the fan power 114, such as a first fan power 114, a second fan power 114, and the like, via the fan wire 112. which in turn causes the one or more fans 110 to generate the forced airflow 118. It will be appreciated that the first fan power 114 and the second fan power 114 differ in one or more of an amount of PWM duty cycle provided by a second PWM signal 52, an amount of time the fan power 114 is provided, the amount of time the fan power 114 is absent, and the like without altering the scope of the present invention. The amount of forced airflow' 118 generated by the one or more fans 110 is proportional to the amount of the PWM duty cycle provided by the second PWM signal 52. It will be appreciated that the seat assembly 10 might lack a ventilation system 108 without altering the scope of the present invention.

[0054] Depicted in Figure 1, the vent control 116 is typically fixedly coupled to the seat assembly 10 or positioned remote of the seat assembly 10 within the automotive vehicle 12. The vent control 116 includes a vent-high switch 120, a vent-low switch 122, a vent-off switch 124, and the like. The vent control 116 also includes a vent control output 126 and a vent control signal 128. The vent-high switch 120, the vent-low switch 122, and the vent-off switch 124 are electrically connected to the vent control 116, which in turn is electrically connected to the control system 30 via the vent control output 126. The vent control 116 transmits the vent control signal 128 to the control system 30 via the vent control output 126 in response to the selection of one of the vent-high switch 120, the vent-1 ow' switch 122, and the vent-off switch 124, as is commonly known in the art. It will be appreciated that the vent control 116 provides a vent-on condition to the control system 30 when one of the vent-high switch 120 or the vent-low switch 122 are selected. Further, the vent control 1 16 provides a vent-off condition to the control system 30 when the vent-off switch 124 is selected.

[0055] In operation, the occupant 22 selects one of the vent-high switch 120, the vent-low switch 122, and the vent-off switch 124 on the vent control 116. Next, the vent control 116 transmits the vent control signal 128 to the control system 30 via the vent control output 126 in response to the selection of one of the vent-high switch 120, the vent-low switch 122, and the vent-off switch 124, as is commonly known in the art. Next, the control system 30 determines an amount of fan power 114 to be provided to the one or more fans 110 based in part on the vent control signal 128 and based on additional methods described in more detail below. It will be appreciated that the amount of fan power 1 14 optionally comprises a first fan power 114 and a second fan power 114 wherein the first fan power 114 is different from the second fan power 114. After determining the amount of fan power 114 to be supplied, the PWM driver 48 generates the second PWM signal 52 for the desired amount of fan power 114, which is supplied to the one or more fans 110 via the fan wire 112 by the control system 30. Next, the one or more fans 110 generates an amount of forced airflow 118 proportional to the amount of fan power 114 provided, which in turn decreases the surface temperature Taof the seating surface 20.

[0056] Traditional seat heat and vent systems are manually operated by the occupant 22 by turning on or off manual switches. The present invention includes improvements in the heating and ventilation systems 74, 108 and associated control methods which improves experiences for the occupant 22 of the automotive vehicle 12. Further, the present invention includes one or more intelligent algorithms which reduces energy consumption, balances power consumption, and balances instantaneous power delivery for the heating and ventilation systems 74, 108. Depicted in Figures 2 and 3, the electronics and controls associated with the heating and ventilation systems 74, 108 include a system architecture 130 having advanced capabilities, such as memory, learning algorithms, adaptive algorithms, diagnostics, and statistical analysis, that provides a framework to integrate sensors, actuators, controls, and diagnostic functions together to enhance overall functionalities of the heating and ventilation systems 74, 108. Further, the integrated system architecture 130 reduces potential calibration errors due to system and component variations. As further described below, the system architecture 130 includes model based control with transient level analysis and compensation. Further, the system architecture 130 includes functions which allow adaptation over time and in response to usage of the heating and ventilation systems 74, 108. In addition, the system architecture 130 evaluates performance of components over their life cycle, monitors for aging of components, and provides self-compensation as needed. In addition, the system architecture130 includes the capability of over the air (OTA) communications in order to provide cloud service, warranty analysis, system updates, and the like.

[0057] Depicted in Figure 2, the system architecture 130 includes a supervisory software 132, such as AUTOSAR (i.e., automotive open system architecture), which includes a plurality of high-level software blocks. Exemplary high-level software blocks include input processing 134, negative temperature coefficient (NTC) voltage to temperature conversion 136, heating element 76 low side driver (LSD) short to ground (STG) / short to battery (STB) 138, target temperature look-up 140, surface temperature transfer functions 142, NTC rationality diagnostics 144, heating element 76 failed diagnostics 146, NTC detached diagnostics 148, NTC out of range (OOR) diagnostics 150. target temperature not reached diagnostics 152, heating element 76 high side driver (HSD) short to ground (STG) / short to battery (STB) 154, fan 110 low side driver (LSD) PWM controller 156, fan 110 failed diagnostics 158, nonvolatile random access memory (NVRAM) 160, user data storage (UDS) 162, an electrically erasable programmable read-only memory (EEPROM) 164. an active diagnostics enabler 166, a mode manager 168 for mitigation, arbitration, and control of NVRAM 160 and UDS 162, an event based evaluation and long-term system performance 170, a heating element PWM controller 172 for normal operation, power limit operation, and power-off operation, and output processing 174. The system architecture 130 also includes a wired network connection 176 providing two-way communication to AUTOSAR runtime environment (RTE) 178. Further, the system architecture 130 includes a wireless network connection 180 providing two-way over-the-air (OTA) communication to cloud services 182 which provides OTA sendees, including managing service data, warranty information, recalls, and the like. The system architecture 130 includes global positioning system (hereinafter, ”GPS") functions 183 which work in conjunction with the wireless network connection 180 to provide navigating assistance to the occupant 22 and / or to customize the operation of the heating and ventilation systems 74, 108 in order to reduce energy' consumption.

[0058] In more detail, the system architecture 130 includes base features for diagnostics and monitoring of system components. For example, the architecture 130 monitors the current draw n by components, the battery voltage, detects open circuits, short circuits, and out of range (OOR) values. The system architecture 130 also verifies out of correlation (OOC) signals using redundant sensors. The system architecture 130 includes functions which correlates controls, responses, and the environment and performs rationality checks of system operation. Further, the system architecture 130 includes debounce counters to enhance the robustness of faultdetection. The system architecture 130 also includes functions which evaluates raw fault signals and verifies faults using a matured confirmation. In addition, the system architecture 130 includes performance diagnostics for the actuators included within the seat assembly 10. In addition, the system architecture 130 provides base control functions and includes a mode manager which coordinates with the controls, the diagnostics, and the NVRAM 160.

[0059] Depicted in Figure 3. the system architecture 130 includes soft are algorithms that are executed while the ignition switch 38 is in the key-on condition 44, as further described below. When the control system 30 initially receives the ignition signal 42 indicating that the ignition switch 38 is in the key-on condition 44 (step 184), the control system 30 recalls information stored in the NVRAM 160 (step 186). initiates input processing 134. and initiates diagnostics 190. The input processing 134 and the diagnostics 190 continue to be executed by the control system 30 while the ignition swatch 38 is in the key -on condition 44. Next, the control system 30 executes software for model based controls 192, an event generator 194, a finite state machine 196, mode management 198, switched Affine systems 200. output driving 201, and additional algorithms 202 as needed while the ignition switch 38 is in the key -on condition 44. Next, the control system 30 executes softw are for event performance evaluation 204, short term compensation 206, long term compensation 208, model rationality' and parameter identification 210, and additional software 212 as needed while the ignition switch 38 is in the key-on condition 44. The control system 30 continues to execute the various softw are algorithms while the ignition switch 38 is in the key-on condition 44. When the ignition swatch 38 transmits the key-off condition 46 to the control system 30 (step 214), the control system 30 terminates software that is currently being executed and stores selected parameters in the NVRAM 160, as indicated by arrow 216. The processes performed by the control system 30 between the occurrence of the key-on condition 44 and the subsequent occurrence of the key-off condition 46 is described hereinafter as an ignition cycle 218.

[0060] Depicted in Figure 4, the control system 30 executes repeating iterations of the software for each ignition cycle 218 over time with arrow 220 representing the full useful life cycles of the seat assembly 10. During each ignition cycle 218, the occurrence of a key-on condition 44 causes the control system 30 to execute internal software (represented by arrow' 222). Further, the control system 30 stores parameters in the NVRAM 160 in response to the occurrence of the subsequent key-off condition 46, as represented by arrow 216. Correlation data 224 and abnormal data 226 are stored in the NVRAM 160 and / or in the EEPROM 164 for each ignition cycle 218. The full useful life cycles 220 of the seat assembly 10 include early life cycles 228,middle life cycles 230, and end life cycles 232. The control system 30 includes algorithms which evaluates the correlation data 224 and the abnormal data 226 during the early, middle, and end life cycles 228, 230, 232, including algorithms which determine data analytics and statistics. These algorithms include one or more of event based processes, analysis of raw data, logging of service on-board diagnostics (OBD), logging of unified diagnostic services (UDS), reporting occurrence of faults, resetting fault conditions, and the like. The control system 30 transmits certain data stored in the NVRAM 160 and / or the EEPROM 164 over the wireless network connection 180 to cloud sendees 182. Further, the cloud services 182 can transmit information back to the control system 30 via the wireless network connection 180.

[0061] Referring to Figure 1. the methods described below are based in part on dynamic modeling of heat transfer through the seat cushion 16 in order to improve temperature controls of the heating and ventilation systems 74, 108. The improved temperature controls described below- are also based on identification of system performance and implementing improved control algorithms.

[0062] The dynamic modeling of the seat cushion 16 includes a first layer LI, a second layer L2, a third layer L3, a fourth layer L4, and a fifth layer L5. The first layer LI includes the base cushion 26 and is positioned underneath the temperature sensor 82. The second layer L2 includes the intermediary layer 24. the heating element 76, and the temperature sensor 82. The third layer L3 includes the foam pad 28 and the trim cover 18. The fourth layer L4 includes the upper surface (i.e., the seating surface 20) of the trim cover 18 and an air space immediately adjacent the seating surface 20. The fifth layer L5 includes the air space above the seating surface 20 and includes the ambient air. The temperature sensor 82 measures the heater temperature T i, which is indicative of the temperature in layer L2. The seat cushion 16 includes an internal energy E which is related to the sensed heater temperature Ti. The control system 30 monitors the heater temperature T i over time and determines a rate of change in the internal energy E, shown as AE.

[0063] During operation, the control system 30 determines an amount of power to provide to the heating element 76 (i.e., an amount of heater power 80) based on the sensed heater temperature Ti and based on the rate of change in the internal energy AE. The process of the control system 30 determining the amount of heater power 80 is shown as “Control - AE” in Figure 1. However, the occupant 22 feels the temperature Taof the seating surface 20 and not the heater temperature Ti. The dynamic model is used to predict the temperatures in the layersLI and L3-L5, and to specifically predict the temperature Taof the seating surface 20. In more detail, the layer L3 includes a pad temperature T2. layer L4 includes an airflow temperature Tf adjacent the seating surface 20, and layer L5 includes an ambient temperature T?.

[0064] Referring to Figure 1, the dy namic modeling evaluates the rate of change of heat transfer (i.e., heat flux) over time, depicted as heat flux Q', of heat passing through the seat cushion 16. The total heat flux Q' includes the amount of heat flux Q'i passing through layer LI (shown as j Q'i in Figure 1), the amount of heat flux Q'2 passing through layer L3 (shown as jQ'2 in Figure 1), the amount of heat flux Q'3 passing through the layer L4 (shown as j Q'3), and the amount of heat flux Q'4 passing through the layer L5 (shown as tQ'4). The total heat flux Q' equals the sum of the heat flux Q'i, Q'2, Q'3, Q'4 i.e., Q' = Q'i + Q'2 + Q'3 + Q'4. Further the total heat flux Q' comprises heat transfer due to conduction Q'cd, due to convection Q'cv, and due to radiation Q'r, i.e., Q' = Q'cd + Q'cv + Q'r. Conduction is the heat transfer through matter and is affected by the type and thicknesses of materials forming the matter. Convection is the heat transfer between a surface and a moving flow, such as between the seating surface 20 and the air space (layer L4) above the seating surface 20. Radiation is heat transfer via electromagnetic radiation.

[0065] The dynamic modeling evaluates the rate of change of heat transfer (i.e., heat flux) due to conduction over time Q'cd, due to convection over time Q'cv. and due to radiation over time Q'r. The heat flux due to conduction Q'cd is based on values of a heat transfer coefficient Kcd and a gradient of temperature VT through the material of the seat cushion 16. The gradient of temperature VT is a vector which optionally includes various directions. Heat flux due to conduction Q'cd is the amount of heat energy transferred per unit of area per unit of time via conduction. Further, the rate of change of heat flux due to conduction Q'cd is equal to the negative of the heat transfer coefficient Kcd multiplied by the gradient of temperature VT through the material of the seat cushion 16, i.e., Q'cd = - Kcd VT. It will be appreciated that Q'cd is alternately expressed as dQcd(t) / d(t), Q'cd(t), or the like, and wherein the heat flux due to conduction Q'cd is the derivative of the instantaneous heat transfer due to conduction (i.e., Qcd) over time.

[0066] The heat flux due to convection Q'CTis the amount of heat energy transferred per unit of area per unit of time via convection. The heat flux due to convection Q'cvis based on values of a heat transfer coefficient h, the surface area A of the seating surface 20, an internal temperature T at any location within the seat cushion 16, and an air flow7temperature Tfadjacent to the seating surface 20. The air flow temperature Tf is the ambient temperature near the seat cushion 16. Further, the convection Q'cvis equal to the negative of the heat transfer coefficient h multiplied by the surface area A multiplied by the difference between the surface temperature T and the air flow temperature Tf over time, i.e., QA = - h A (T - Tf).

[0067] The heat flux due to radiation Q'ris the amount of heat energy transferred per unit of area per unit of time via radiation. The heat flux due to radiation Q'ris a function f based on values of an absorption coefficient a, a reflectance coefficient p, a transmittance coefficient r, and the surface temperature Ta. Further, the summation of the absorption coefficient a, the reflectance coefficient p, and the transmittance coefficient r is equal to one, i.e., a + p + r = 1. In more detail, the heat flux due to radiation Q'ris equal to a function f based on the absorption coefficient a, the reflectance coefficient p, the transmittance coefficient r, and the surface temperature Taover time, i.e., Q'r= f ( a, p, r, Ta) wherein a + p + T = 1. If Q'ris a single variable, then the function f ( a, p, r, Ta) is a generic function. However. Q'rand the function f ( a, p, r, Ta) are vectors with multiple elements when multiple components of heat transfer are analyzed at the same time.

[0068] Referring to Figure 1, the dynamic model evaluates the rate of change in the temperature of the various layers LI -L5 for the seat cushion 16. The rate of change of the heater temperature Ti for layer L2 over time is expressed as dTi / dt. Further, the rate of change of the heater temperature dTi / dt multiplied by a constant Ci is equal to the heat flux Q'i in layer LI minus the heat flux Q'2 in layer L3 plus the rate of change in the internal energy' AE, i.e., CidTi / dt = Q'i - Q'2 + AE. In addition, the rate of change of the pad temperature T2 through the seating surface 20 for layer L4 over time is expressed as dT2 / dt. The rate of change of the pad temperature dT2 / dt multiplied by the constant Ci is equal to the heat flux Q'2 in layer L3 minus the heat flux Q'3 in layer L4, i.e., CidT2 / dt = Q'2 - Q'3. The rate of change of the ambient temperature T3 in layer L5 over time is expressed as dTs / dt. The rate of change of the ambient temperature dT dt multiplied by the constant Ci is equal to the heat flux Q'3 in layer L4 minus the heat flux Q'4 in layer L5, i.e., CidT / dt = Q'3 - Q'4.

[0069] Figure 5 depicts a system model 234 of the temperature response of the seat cushion 16 described above. In more detail, the system model 234 includes an input 236, a transfer block 238, and an output 240. The input 236 is provided to the transfer block 238. which in turn produces the output 240. The input 236 receives a parameter u, which represents a vector of measured input values which change over time. In one exemplary embodiment, the parameteru is the amount of heater power 80 provided to the heating element 76 and includes the PWM duty cycle of the heater power 80. The parameter y represents an output decision or output vector produced by the control algorithm in the transfer block 238. In specific, the parameter y represents the temperature Ti measured by the temperature sensor 82 and provided to the control system 30, which varies over time.

[0070] The transfer block 238 determines the temperature response of the seat cushion 16. The temperature response can be modeled by state space equations including a state equation x = Ax + Bu and an output equation y = Cx, which are generic first order differential equations based on the above described heat transfer functions. The parameter X is a state vector which is also generically described as x = [Ti. T2. T3... ] and represents the combination of various temperatures Ti, T2, Ta, T3 in the different layers L1 -L5. The parameter x is dx(t) / dt, i.e., the derivative of x with respect to time. Further, parameters A, B, and C are system matrices. In more detail, the parameter A is a discretized state matrix, the parameter B is a discretized input matrix, and the parameter C is an output matrix.

[0071] The state space equations (block 238) of Figure 5 are used to build an observ er model 242, shown in Figure 6. The observer model 242 assists with reconstructing the values of x using estimated values x. The parameter x is the estimated value of x and the parameter x represents the combination of vanous temperatures Ti, T2, Ta. T3 in the different layers L1-L5. The observ er model 242 in combination with the dynamic modeling of heat transfer in the seat cushion 16 allows for the control system 30 to predict the surface temperature Taof the seating surface 20, the pad temperature T2 in layer L3, and the ambient temperature T3 in layer L5 based on the heater temperature Ti from the temperature sensor 82 and the amount of heater power 80 provided to the heating element 76, wherein the heater power 80 is the PWM duty cycle of the heater power 80. Thus, even though the control system 30 only receives a single temperature input Ti, the observer model 242 allows the control system 30 to predict the estimated temperatures at other locations within the seat cushion 16.

[0072] Depicted in Figure 6, the observer model 242 includes a plant 244, an input 246, a first parameter block 248, an observer 250, an output 252, and a second parameter block 254. The plant 244 represents a system or process being controlled by the observer model 242. In more detail, the plant 244 represents a transfer function between the power provided to the heating element 76 (or to the ventilation system 108) and the resulting temperature of the seating surface 20 of the seat cushion 16 over time. The input 246 is provided to the plant 244 and isdescribed by the equation u = -K x, wherein u is the input, K is a scalar constant or a vector, and x is the estimated value of x. The input 246 is also provided to the first parameter block 248 via connections 256 and 258. The first parameter block 248 includes the control coefficient B, described above as the discretized input matrix B. The first parameter block 248 provides a first feedback 260 to the observer 250 via connection 262. The output 252 is the result produced by the plant 244 in response to the received input 246, i.e., the output 252 is the parameter y which represents the temperature Ti measured by the temperature sensor 82. The output 252 is also supplied to the observer 250 via a connection 264 in Figure 6.

[0073] The observer 250 estimates the internal states x of the plant 244 (i.e., the temperatures T2, Tawithin the seat cushion 16) when the internal states are not directly measurable using the available inputs and outputs. The observer 250 predicts the surface temperature Taof the seating surface 20 based on the provided input 246 (i.e., the amount of heater power 80 over time), the output 252 (i.e., the measured temperature Ti provided by the temperature sensor 82 over time), and the feedback from the first parameter block 248. The observer 250 optionally includes one or more of a Luenberger Observer 266 and a Kalman filter 268. Further, the observer 250 reconstructs estimated values x forming the state vector X using limited information from the output y. Expressed in another way, the observer 250 provides estimated temperatures for T2, Ta, T3 based on the heater temperature Ti provided by the temperature sensor 82 to the control system 30. The observer 250 is constructed using the observer equation x = Ax + Bu + L(y — y) and the output equation is y = Cx, wherein x is the estimated value of the state variable x and y is the estimated value of y. An error equation is defined as x = x — x, wherein the error between the actual value of x and the estimated value of x is defined as x. Subtracting the output equation from the observer equation and including the error equation results in an error dynamics equation of x = (A — LC)x, wherein L is a gain parameter for the observer 250. The gain parameter L is selected such that the above error dynamics equation is stable and the value x approaches zero as time t increases, i.e., x -> 0, so that the value of x will approximate the real value of x. Thus, the real values of x are estimated by the values of x when the values of x are not able to be determined. The observer 250 provides the estimated value x to the second parameter block 254 via connection 270. The second parameter block 254 contains a negative of K, i.e.. -K. wherein K is a scalar or a vector constant. In addition, the second parameter block 254 provides a second feedback 272 to the first parameter block 248 via connections 274 and 258. Further, the first feedback 260 providedby the first parameter block 248 to the observer 250 is based on the second feedback 272 from the second parameter block 254 in combination with the received input 246.

[0074] In one exemplar}' embodiment, the observer 250 includes the Kalman filter 268, which is an improved Luenberger Observer 266 and includes an extra optimization process. The extra optimization process of the Kalman filter 268 is based on the past estimations used to recalculate the observer gain L at each time step. The newly calculated observer gain L at each time step improves the accuracy of the estimations when there are noises in the system or deviations in the system which have impacts to the A, B, and C parameters.

[0075] The control system 30 is able to identify and adjust operating parameters to provide improved performance of the heating and ventilation systems 74, 108 based in part by incorporating the observer model 242. In one exemplary' embodiment of the present invention, the control system 30 includes an adaptative algorithm 276 for providing individual adaptation of the heating and ventilation systems 74. 108. Referring to Figure 7, the adaptive algorithm 276 monitors the heating and ventilation systems 74, 108 for manual intervention by the occupant 22. When the adaptive algorithm 276 detects manual intervention, the adaptive algorithm 276 adjusts one or more of an upper temperature threshold TPtimit, a lower temperature threshold TPLOW, and an amount of heater power 80 provided in order to optimize performance of the heating and ventilation systems 74. 108, which adaptively adjusts the swing of temperature range to improve perceived performance by' the occupant 22. The adaptive algorithm 276 is initially based on adjusting short-term compensation. However, the adaptive algorithm 276 can be combined with other conditions and provide long-term trend compensation.

[0076] An overview of the adaptive algorithm 276 for the heating system 74 is shown in Figure 7. Referring to Figure 7, block 278 illustrates initial operation of the heating system 74 which is unadapted. In more detail, block 278 includes the heater power 80 provided to the heating element 76 and the actual temperature TP Actual 280 of the heating element 76 over time (seconds) during initial and unadapted operation. Depicted in Figure 1, to initiate operation of the heating system 74, the occupant 22 selects one of the heat-high switch 98 or heat-low switch 100. Next, the control system 30 selects one or more of an initial TPL0W282 having a magnitude of temperature Fl. an initial TPLimit 284 having magnitude of temperature F2, and an initial HPinitiai 286 of the heater power 80 having a PWM duty cycle of pl (i.e., a first predetermined PWM duty' cycle) based in part on the selected one of the heat-high switch 98 or heat-lowswitch 100. The temperature F2 is greater than the temperature Fl. Further, the temperatures Fl and F2 are alternately described as a first predetermined temperature, a second predetermined temperature, and the like.

[0077] Next, the control system 30 provides the initial heater power HPinitiai 286 to the heating element 76 based on the actual temperature TP Actual 280 of the heating element 76 and the selected heat setting by the occupant 22. The heater power 80 is provided to the heating element 76 with an alternating sequence of heat-on periods 288 and heat-off periods 290. During the heat-on periods 288, the control system 30 supplies the initial heater power HPinitiai 286 having the first amplitude of p 1. During the heat-off periods 290, the control system 30 does not supply heater power 80. shown as amplitude pO. Further, during the heat-off periods 290. the supply of heater power 80 is absent.

[0078] The control system 30 terminates supplying the heater power 80 at times tl, t3, t5, and t7 in response to the actual temperature TP Actual 280 reaching the initial TPLimit 284. Further, the control system 30 initiates supplying heater power 80 at times t2, t4, and t6 in response to the actual temperature TP Actual 280 reaching the initial TPLOW 282. It will be appreciated that the time values tl-t7 are illustrative of the occurrence of a change in the amplitude of the heater power 80 and do not represent uniform blocks of time, i.e., the amount of time between t2 and t3 may be dissimilar to the amount of time between t3 and t4. Thus, the actual temperature TP Actual 280 of the heating element 76 varies between the initial TPLimit 284 and the initial TPLOW 282 in response to the initial heater power HPinitiai 286 provided by the control system 30 during unadapted operation.

[0079] However, the occupant 22 might be dissatisfied with the operation of the heating system 74 and manually intervene by turning off the heating system 74 (i.e., by selecting the heat-off switch 102) when the occupant 22 perceives the temperature Taof the seating surface 20 as too hot. Further, the occupant 22 might turn the heating system 74 back on again after a short period of time when the temperature Taof the seating surface 20 drops. Referring to Figure 7, the adaptive algorithm 276 detects manual intervention by the occupant 22 in block 292. In response to the detection of manual intervention 292, the adaptive algorithm 276 modifies one or more of the initial TPLOW 282, the initial TPLimit 284. and the initial heater power HPinitiai 286. As such, the adaptive algorithm 276 determines one or more of an adapted TPLOW 294 having a temperature F3, an adapted TPLimit 298 having a temperature F4, and an adapted heater power HP Adapt 310 having an amplitude of p2 for the controlling the heater power 80 to the heatingelement 76 in response to the occupant 22 selecting one of the heat-high switch 98 and the heat-low switch 100.

[0080] The performance of the heating system 74 during adaptive operation is illustrated in block 302, which shows the heater power 80 provided to the heating element 76 and the actual temperature TP Actual 280 of the heating element 76 over time (seconds). The temperature F4 is greater than the temperature F3. In the exemplary embodiment shown in Figure 7, temperature F4 is selected to be less than temperature F2 and temperature F3 is selected to be greater than temperature Fl. It will be appreciated that one or more of the temperatures F3 and F4 might be higher, lower, or the same as temperatures Fl and F2. respectively, without altering the scope of the present invention.

[0081] Next, the control system 30 provides heater pow er 80 to the heating element 76 based on the actual temperature TP Actual 280 of the heating element 76, the selected heat setting by the occupant 22, and based on the adaptive algorithm 276. The heater power 80 is provided to the heating element 76 with an alternating sequence of heat-on periods 304 of the adapted heater power HP Adapt 310 and heat-off periods 306. The amplitude of heater power 80 during the heat-on period 304 is shown as p2 with the heat-off periods 306 having an amplitude of pO. The control system 30 terminates supplying the heater power 80 at times tlO. tl2, tl4, and tl6 in response to the actual temperature TP Actual 280 reaching the adapted TP imit 298. Further, the control system 30 initiates supplying heater power 80 at times ti l, tl3, and tl 5 in response to the actual temperature TP Actual 280 reaching the adapted TPLOW 294. It will be appreciated that the time values tl 0-tl 6 are illustrative of the occurrence of a change in the amplitude of the heater power 80 in block 302 and do not represent uniform blocks of time, i.e., the amount of time between tl 1 and tl 2 may be dissimilar to the amount of time between tl 2 and tl 3. The actual temperature TP Actual 280 of the heating element 76 varies between the adapted TP|m,it298 and the adapted TPLOW 294 in response to the amount of heater power 80 provided by the control system 30 during the adaptive control. Block 302 illustrates that the actual temperature TP Actual 280 is maintained between the adapted TPy.imit 298 and the adapted TPi,Ow 294, which has less temperature variation than shown in block 278. The adaptive algorithm 276 continues to adjust the values for one or more of the adapted TPLimit 298, adapted TPLOW 294, and / or the selected amount of the PWM duty cycle HP Adapt 310 over time in response to receiving additional heat command requests by the occupant 22, as illustrated by block 308.

[0082] An exemplary' embodiment of the adaptive algorithm 276 is shown in Figures 8-10, which includes an ignition flowchart 312, a heat-on flowchart 314, and a heat-off flowchart 316. It will be appreciated that the ignition flowchart 312, the heat-on flowchart 314, and the heat-off flowchart 316 work in conjunction with other algorithms and software controls, described above in reference to Figures 2-4. The adaptive algorithm 276 detects the scenario that the occupant 22 turns off the heater switch 102 and then turns on the heater switch 98, 100 within a short period of time (such as 5 minutes or less as a non-limiting example). If the occupant 22 repeatably turns the heating element 76 on (i.e., by selecting one of the heat-high switch 98 and the heat-low switch 100) and the heating element 76 off (i.e., by selecting the heat-off switch 102) multiple times, this likely means that the early temperature was controlled to a higher temperature than the occupant 22 would prefer. The adaptive algorithm 276 will adjust the high temperature setting (i.e., adapted TPi.imit 298) to a lower value by a first shift delta AS, such as 2 to 3 °C, as a non-limiting example. Further, the low temperature setting (i.e., adapted TPLOW 294) can be adjusted as a floating value relative to the adapted TPtimit 298 and / or within a predefined range. For example, the TPLOW 294 can be decreased by a second shift delta As, wherein the magnitude of the second shift delta As is less than the magnitude of the first shift delta AS.

[0083] Depicted in Figure 8, the ignition flowchart 312 is initiated when the vehicle ignition 38 is turned on (block 318). If an “ignition-off’ is requested (connector 322) while the ignition switch 38 is on (step 318), the ignition flowchart 312 proceeds to step 324 and turns off the ignition switch 38. While the ignition switch 38 is on (step 318), if a “heat-on” request is received (connector 326), then the ignition flowchart 312 proceeds to step 328 and changes the heater state to “heater on”. In addition, the heat-on flowchart 314 of Figure 9 is initiated (step 330) in response to the heater state being change to “heater on” in step 328 of Figure 8 if the heat-high switch 98 was selected by the occupant 22. It will be appreciated that the heat-on flowchart 314 may also be initiated when other heat switches are selected, such as heat-low switch 100 and the like, without altering the scope of the present invention. One exemplary “heat-on” request is a heat-high command 98. The heater state remains “heater on” until “heat- off’ or “ignition-off” is requested (step 332). After one of the “heat-off” or the “ignition-off” is requested (step 332), the heater state is changed to “heater off” (step 334). In addition, the heat-off flowchart 316 of Figure 10 is initiated (step 336) in response to the heater state being changed to “heater off” in step 334 of Figure 8.

[0084] In step 334, the heater state remains ‘‘heater off until a “heat-on” request (step 338) or an “ignition-off’ request (step 340) is received. If the “heat-on” request is received (step 338) while the heater state is “heater off’ (step 334), then the heater state is changed to “heater on” (step 328). However, if the “ignition-off’ request is received (step 340), then the ignition 38 is turned off in step 324.

[0085] As described above, the heat-on flowchart 314 in Figure 9 is initiated (step 330) in response to the heater state being changed to “heater on” in step 328 in the ignition flowchart 312 (Figure 8). After entry into the heat-on flowchart 314 (step 328), a first parameter value and a second parameter value are selected for TPLimit 284 and TPLOW 282. respectively, in step 342 based in part on past operation of the adaptive algorithm 276. The adaptive algorithm 276 determines if adaption of the TPtimit 284 and the TPLOW 282 is needed or enabled. The adaptive algorithm 276 evaluates historical data buffered and saved during prior occurrences of “heat off’ being requested. For example, the adaptive algorithm 276 determines if the first N numbers in the historical data are less than a predetermined threshold. If the adaptive algorithm 276 determines that the first N numbers in the historical data are less than the predetermined threshold, then the adaptive algorithm 276 decreases the value of the TPLimit 284 by the first shift delta AS. Further, the value of TPLOW 282 can be shifted slightly by the second shift delta As if needed such that TPLimit 284 is greater than TPLOW 282. The first shift delta AS can be based on a function or can be a predefined constant. Next, the adaptive algorithm 276 determines if the actual temperature TP Actual 280 is less than the TPLimit 284 (i.e., TP Actual < TPLimit?) in step 344. If the actual temperature TP Actual 280 is not less than TPLimit 284 in step 344, then the adaptive algorithm 276 returns to step 342, as shown by connector 346. However, if the actual temperature TP Actual 280 is less than TPLimit 284 in step 344, then the adaptive algorithm 276 proceeds to step 348, turns the heat on (i.e., by providing a heater power 80 to the heating element 76), and proceeds to step 350. Next, the adaptive algorithm 276 determines if the actual temperature TP Actual 280 is greater than TPLimit 284 in step 350. If the actual temperature TP Actual 280 is not greater than TPLimit 284 in step 350, then the adaptive algorithm 276 returns to step 348. as illustrated by connector 352. However, if the actual temperature TP Actual 280 is greater than the TPLimit 284 in step 350, then the adaptive algorithm 276 proceeds to step 354, turns the heater 76 off in step 354 (i.e., terminates providing heater power 80), and proceeds to step 356. In step 356, the adaptive algorithm 276 determines if the actual temperature TP Actual 280 is less than TPLOW 282 (i.e., TP Actual < TPLOW?). If the actual temperature TP Actual 280 is less than TPLOW 282 in step 356, then the adaptive algorithm 276 returns to step 348, as illustrated by connector 358. However, if the actual temperature TP Actual 280 is not lessthan TPLOW 282 in step 356, then the adaptive algorithm 276 returns to step 354, as illustrated by connector 360.

[0086] As described above, the heat-off flowchart 316 in Figure 10 is initiated (step 336) in response to the heater state being changed to “heater off’ in step 334 in the ignition flowchart 312 (Figure 8). After entry’ into the heat-off flowchart 316 (step 336), the adaptive algorithm 276 proceeds to step 362, turns the heating element 76 off. and starts a heat-off timer 364. If an ignition-off request is received while the heating element 76 is off and the heat-off timer 364 is activated during step 362, then the adaptive algorithm 276 proceeds to step 366, clears all data, and exits the heat-off flowchart 316. However, if a heat-on request is received while the heater 76 is off and the heat-off timer 364 is active in step 362, then the adaptive algorithm 276 proceeds to step 368. In step 368, the adaptive algorithm 276 stores the current time value 370 (i.e., the heat-off time 370) of the heat-off timer 364 to a data buffer 372 and shifts the prior heat-off time values 374 within the data buffer 372, as illustrated by arrow 376.

[0087] In another exemplary embodiment of the present invention, the control system 30 includes an occupant algorithm 378, depicted in Figures 11 and 12. The occupant algorithm 378 adjusts the operating conditions of the heating and ventilation systems 74, 108 based on detection of an occupant 22, 64 sitting on the seat cushion 16, the weight distribution over the seat cushion 16, and the like to improve the performance of the heating and ventilation systems 74, 108, reduce energy’ consumption, and balance PWM driver 48 considerations.

[0088] Depicted in Figures 1 and 12. the seat cushion 16 optionally includes a plurality of heating zones 90, 92. 94. 96 which are independently controllable by the control system 30 for providing zonal heating. In addition, the seat assembly 10 includes the occupant detection system (ODS) 54 or the occupant classification system (OCS) 62. The occupant classification system (OCS) 62 provides pressure signals P1-P4, Pn-3-Pn to the control system 30 indicative of the pressure applied to the seat cushion 16 in various locations R1-R8, S1-S6 of the occupant pressure map 72. Figure 1 shows a first occupant 22 and a second occupant 64, wherein one or more of a weight, a posture, and / or a size of the first occupant 22 is different than the second occupant 64. The amplitude of the pressure signals P1-P4, Pn-3-Pnproduced by the first occupant 22 is different from amplitude of the pressure signals P1-P4, Pn-3-Pnproduced by the second occupant 64. Alternatively, the occupant detection system (ODS) 54 supplies the ODS signal 60 to the control system 30 which indicates if an occupant 22, 64 is sitting on the seat cushion 16. In operation, the occupant algorithm 378 adjusts the amount of heater power 80 providedto the heating element 76 and / or adjusts the amount of heater power 80 provided to each of the heating zones 90, 92, 94, 96 based in part on one or more of the detection of an occupant 22, 64, the weight of the occupant 22, 64, the weight distribution over the occupant pressure map 72, and the selected settings of the heating and ventilation systems 74, 108. For simplicity, the exemplary embodiment shown in Figure 11 is directed to the heating system 74. It will be appreciated that a similar algorithm can be directed towards the ventilation system 108.

[0089] Referring to Figure 11, the occupant algorithm 378 is initiated in step 380 when the vehicle ignition 38 is started and proceeds to step 382. Next, the occupant algorithm 378 proceeds to step 384 in response to a heat-on request being received by the control system 30. In step 384, the occupant algorithm 378 starts a heat timer 386, and turns on the heat (or ventilation) for one or more of the heating zones 90, 92, 94, 96, and proceeds to step 3 8. The heat timer 386 counts the amount of time TimeActuai that has passed since initiating the heat timer 386. Next in step 388, the occupant algorithm 378 receives either OCS data 390 or ODS data 392. The OCS data 390 is received from the occupant classification system (OCS) 62 and provides information indicative of the posture or seating position of the occupant 22, 64. In one exemplary embodiment, the OCS data 390 includes an OCS class CL having one of the values of (3, 2, 1, 0). The OCS class CL indicates the weight classification of the occupant 22, 64 sitting on the seat cushion 16. The OCS class CL value increases in proportion to the weight and size of the occupant 22, i.e., a larger or heavier occupant 64 has an OCS class CL of 3 while a smaller or lighter occupant 22 has an OCS class CL of 1 . Further, an OCS class CL of 0 indicates that an occupant 22, 64 is not detected.

[0090] The ODS data 392 is received from the occupant detection system (ODS) 54 and indicates whether an occupant 22, 64 is present or not present on the seat cushion 16. The ODS data 392 is typically an on / off input and does not indicate the w eight class of the occupant 22, 64. Next, the occupant algorithm 378 proceeds to step 394 after the occupant algorithm 378 receives the OCS data 390 or the ODS data 392 in step 388. Next in step 394, the occupant algorithm 378 increments the heat timer 386 and proceeds to step 396. In step 396, the occupant algorithm 378 determines if heat-off (or ventilation) has been requested. If the heat-off has not been requested in step 396, then the occupant algorithm 378 proceeds to step 398. Next in step 398, the occupant algorithm 378 determines if an occupant 22, 64 has been detected based on the ODS data 392 or the OCS data 390 received in step 388. If the occupant 22, 64 is detected in step 398, then the occupant algorithm 378 proceeds to step 400 and determines if a weight class of the occupant 22, 64 has been detected based on the OCS data 390 received in step 388.If the occupant algorithm 378 detects a weight class of the occupant 22, 64 in step 400. then the occupant algorithm 378 proceeds to step 402, sets the heating zones Znto target based on the detected weight class and the pressure distribution on the occupant pressure map 72, and provides the appropriate amount of heat (or ventilation).

[0091] The process of setting the heating zones Znto target by the occupant algorithm 378 based on the detected weight class and the pressure distribution of the occupant pressure map 72 is further illustrated in Figure 12, according to one embodiment of the present invention. The information in the occupant pressure map 72 is provided to the control system 30, which includes individual pressure readings corresponding to each one of the pressure sensors S1-S6, in each row R1-R8. For example, sensor SI in row R1 shows a pressure value of 16 while sensor SI in row R6 shows a pressure value of 385. The occupant pressure map 72 is shown overlaying the first through fourth heating zones 90, 92, 94, 96 on the right side of Figure 12. Thus, the pressure signals Pi and P2 correspond to the first heating zone 90 and the pressure signals P3 and P4 correspond to the second heating zone 92. Further, the pressure signals Pn-3 and Pn-2 correspond to the third heating zone 94 and the pressure signals Pn-i and Pncorrespond to the fourth heating zone 96.

[0092] The occupant algorithm 378 determines that the pressure signals Pi and P2 are low and selects a low value for the target temperature TSi for the first heating zone 90. The occupant algorithm 378 determines that the pressure signals P3 and P4 are medium and selects a medium value for the target temperature TS2 for the second heating zone 92. Further, the occupant algorithm 378 determines that the pressure signals Pn-3 and Pn-2 are high and selects a high value for the target temperature TS3 for the third heating zone 94. In addition, the occupant algorithm 378 determines that the pressure signals Pn-i and Pnare medium and selects a medium value for the target temperature for the fourth heating zone 96. The control system 30 turns on the heat for the first through fourth heating zones 90, 92, 94, 96 and provides an appropriate amount of the heater power 80 via the respective heater wire 78a-78d using the respective target temperatures TSi, TS2, TSn-i, TSnfor the respective one of the heating zones 90, 92, 94, 96. Depicted in Figure 11, after the occupant algorithm 378 initiates providing an appropriate amount of heater power 80 for the first through fourth heating zones 90, 92, 94, 96 using the selected target temperatures TSi, TS2, TSn-i, TSnin step 402, the occupant algorithm 378 returns to step 384 and continues through the occupant flowchart 378.

[0093] Returning to step 400 of the occupant algorithm 378, if the occupant algorithm 378 does not detect a weight class of the occupant 22, 64 in step 400, then the occupant algorithm 378 proceeds to step 404, turns the heat on (i.e., provides an appropriate amount of the heater power 80) with a normal configuration without adjusting the target temperature TSi, TS2, TSn- 1, TSnfor each heating zone 90, 92, 94, 96. After the occupant algorithm 378 turns the heat on with the normal configuration in step 400, then the occupant algorithm 378 returns to step 384 and continues through the occupant flowchart 378.

[0094] Returning to step 398 of the occupant algorithm 378, if an occupant 22, 64 is not detected based on either the ODS data 392 or the OCS data 390, then the occupant algorithm 378 proceeds to step 406. In step 406, the occupant algorithm 378 turns the heating element 76 on with less PWM duty cycle (i.e., a lower amount of heater power 80) and proceeds to step 408. In step 408, the occupant algorithm 378 determines if the current value of TimeActuai stored by the heat timer 386 is greater than a predetermined Time imit (i.e., TimeActuai > Timetimit). If the occupant algorithm 378 determines that the current value of TimeActuai is greater than the predetermined Timei.imit, then the occupant algorithm 378 proceeds to step 410 and turns the heating element 76 off. After the occupant algorithm 378 turns the heating element 76 off by terminating supplying heater power 80 in step 410, the occupant algorithm 378 proceeds to step 412. In step 412. the occupant algorithm 378 determines if the heating element 76 has been requested on. If the heating element 76 has not been requested on in step 412, then the occupant algorithm 378 returns to step 410 and continues through the occupant flowchart 378. However, if the occupant algorithm 378 determines that the heating element 76 has been requested on in step 412, then the occupant algorithm 378 proceeds to step 384 and continues through the occupant flowchart 378. Returning to step 396 of the occupant algorithm 378, if the heating element 76 has been requested off, then the occupant algorithm 378 proceeds to step 410 and continues to follow the occupant flowchart 378.

[0095] In summary , the occupant algorithm 378 detects if there is no occupant 22, 64 on the seat cushion 16 (i.e., the seat cushion 16 is unoccupied) based on either the ODS data 392 or the OCS data 390 and adjusts temperature settings for the heating element 76. If the occupant algorithm 378 determines that there is no occupant 22, 64 on the seat cushion 16, then the occupant algorithm 378 temporarily leaves the heating element 76 off even when a heat-on request has been received. However, if either the ODS data 392 or the OCS data 390 indicates that an occupant 22, 64 is on the seat cushion 16 (i.e., the seat cushion 16 is occupied) after the event that detected that there was not an occupant 22, 64 on the seat cushion 16, then theoccupant algorithm 378 turns the heating element 76 on. This feature corresponds to: if within a set time period the OCS / ODS data 390, 392 indicates that an occupant 22, 64 is on the seat cushion 16 again, then turn the heat on as a temporary function. In one embodiment, the occupant algorithm 378 is configured to permanently turn the heating element 76 off while the seat cushion 16 is vacant. Further, the amount of time the heating element 76 is maintained off while after a heat-on request has been received and the seat cushion 16 is vacant can be set up to be a variable setting.

[0096] Additional features of the occupant algorithm 378 are based on the ODS data 392 or the OCS data 390 and adjusts the amount of heat supplied to the seat cushion 16 based on the ODS data 390 or the OCS data 390. In one feature, if the ODS data 392 or the OCS data 390 indicates that there is no occupant 22, 64 on the seat cushion 1 and the TimeActuai is greater than TimeLimit (i.e., TimeActuai > TirneLimit), then the occupant algorithm 378 turns the heating element 76 off even if a heat-on request has been received (see steps 408 and 410 in Figure 11).

[0097] A second feature of the occupant algorithm 378 is based on controlling the target temperatures for each heating zone 90, 92, 94, 96 (see step 402 in Figure 11), in order to spot heat in locations which are in contact with the occupant 22. 64. In more detail, the heating zones 90. 92. 94. 96 are generically defined as zones Zn. The occupant algorithm 378 evaluates the ODS data 392 or the OCS data 390 and determines if an occupant 22, 64 is on the seat cushion 16. If an occupant 22, 64 is determined to be present on the seat cushion 16, then the occupant algorithm 378 determines which heating zones Znto heat and sets a value for each heating zone Zn. For example, the occupant algorithm 378 sets each zone Zn= 1 if using that zone Znand sets each zone Zn= 0 if not using that zone. Further, the highly pressurized areas or zones Znwill be heated with higher target temperatures TSi, TS2, TSn-i, TSnwhile less pressed areas or zones Znwill be heated with lower target temperatures TSi. TS2, TSn-i. TSn. Next, the occupant algorithm 378 determines a heat setting H from the values of (0, 1, 2, 3), wherein H=0 is heat-off, H=1 is low-heat, H=2 is medium-heat, and H=3 is high-heat, respectively. Further, the occupant algorithm 378 determines an OCS class CL from the values of (0, 1, 2, 3), wherein CL=0 is no class detected, CL=1 is small class, CL = 2 is medium class, and CL=3 is large class. The OCS class CL indicates the weight classification of the occupant 22. 64 on the seat cushion 16. with higher values indicating a heavier and larger person. The occupant algorithm 378 also determines ODS input D from the values of (0, 1), wherein D=0 is unoccupied and D=1 is occupied.

[0098] Next, for each zone Znhaving a value greater than zero (i.e., Zn> 0), the occupant algorithm 378 sets a Tmaxnand a Tminnfor each zone Znbased on the selected heat setting H, the OCS class CL, or the ODS input D. The occupant algorithm 378 selects a slightly higher target temperatures TSi, TS2, TSn-i, TSnfor each zone Znwhen the OCS class CL indicates a heavier or larger occupant 22, 64 is on the seat cushion 16. Further, the occupant algorithm 378 selects higher target temperatures TSi, TS2, TSn-i, TSnfor each zone Znfor larger values of the selected heat seating H. In addition, the values selected for Tmaxnand Tminnare also based on the occupant pressure map 72 in combination with the heat setting H. Next, for each zone Znthe occupant algorithm 378 turns the heating element 76 off to zone Znwhen heat setting H = 0. Next, the occupant algorithm 378 determines the actual temperature TPznfor each zone Zn. Next, for each zone Zn, if the actual temperature TPzn is greater or equal to the Tmaxn(i.e., TP / n >= Tmaxn), then the occupant algorithm 378 turns off the heat to zone Zn. However, for each zone Znhaving a value greater than zero (i.e., Zn> 0) and if the actual temperature TPznis less than Tminn(i.e., TPzn < Tminn), then the occupant algorithm 378 turns on the heat to zone Zn. Further, if the vehicle ignition 38 is turned off (i.e., key-off condition 46). then the occupant algorithm 378 turns off all heat and ends the cunent process. However, if the ignition switch 38 to the vehicle 12 has not been turned off after the occupant algorithm 378 initiates the determined supply of heat to the selected zones Zn, then the occupant algorithm 378 continues with the current settings until a change in one or more of the ODS data 390, the OCS data 390. and the heat settings is detected.

[0099] In yet another exemplary' embodiment of the present invention, the control system 30 includes an energy algorithm 414 which minimizes the amount of energy' consumed by the heating and ventilation systems 74, 108 in order to save energy. Depicted in Figure 13, the energy algorithm 414 controls the heating and ventilation temperatures by adjusting the heating and ventilation systems 74, 108. The energy algorithm 414 adapts to various conditions and identifies opportunities to save energy. The energy algorithm 414 is based in part on the heat transfer function due to convection (i.e., QL = - h A (T-Tf) ), wherein Q'cvis the heat flux due to convection, h is the heat transfer coefficient, A is the surface area of the seat cushion 16, and (T-Tf) is the difference between the current temperature T and the target temperature Tf. Further, the heat transfer function is a non-linear function related to the amount of air flow. Figure 13 illustrates the relationship between the heat transfer coefficient h and the amount of airflow, shown as an h-curve 416. In Figure 13, the y-axis 418 and the x-axis 420 show the relationship of the heat transfer coefficient h and the amount of air flow (cfm or m3 / m), respectively. In addition, delta energy AE illustrates an amount of energy' put into the heatingand ventilation systems 74, 108 during an amount of time. The heat transfer function Q'cv= - h A (T-Tf), is related to the amount of temperature change of the seating surface 20 that can be achieved relative to the amount of airflow through the seating surface 20 and relative to the temperature difference between the ambient air and the seating surface 20. Further, the change in the h-curve 416 of the heat transfer coefficient h becomes non-linear as airflow speed increases. As the difference between the ambient air temperature and the temperature of the seating surface 20 becomes small, more energy AE is required in order to continue to decrease the temperature of the seating surface 20 due to the nonlinear relationship with the heat transfer function.

[0100] In more detail, a first box 422 shows that a small amount of delta energy AE is put into the heating and ventilation systems 74, 108 in order to change heat transfer coefficient h by a delta amount, shown as Ah, while the h-curve 416 is relatively linear. However, a second box 424 shows that a large amount of delta energy AE is put into the heating and ventilation systems 74, 108 to change the heat transfer coefficient h by the same delta amount Ah while h-curve 416 is changing non-linearly. Thus, the amount of delta energy AE required to shift the heat transfer coefficient h by the delta amount Ah is directly affected by the amount of non-linearity in the h-curve 416. As a result, the air flow has to be run at a high level over an extended time in order to drop the temperature of the seating surface 20 while the h-curve 416 is non-linear.

[0101] Figure 14 is a chart showing a vent control (cfm or m3 / m) on a y-axis 426 in comparison to time (seconds) on the x-axis 428. The vent control 426 is the applied amount of air flow7(i.e.. the selected speed of the fan 110). Figure 14 shows a low air flow7region 430, which corresponds to the heat transfer coefficient h being within generally a linear portion of the h-curve 416 of Figure 13. In the low air flow' region 430, a small amount of increase in airflow7is required to change the heat transfer coefficient h by an amount of Ah since the h- curve 416 is generally linear in this region. Figure 14 also shows a high air flow7region 432, which corresponds to the heat transfer coefficient h being within generally a non-linear portion of the h-curve 416 in Figure 13. In the high air flow7region 432, a large amount of increase in airflow7is required to change the heat transfer coefficient h by an amount Ah since the h-curve 416 is generally non-linear in this region. In one exemplary7embodiment, the energy7algorithm 414 utilizes the difference in the low air flow region 430 and the high air flow region 432 in order to maximize the amount of temperature change of the seating surface 20 while minimizing the consumption of energy. In more detail, the energy7algorithm 414 determines if the delta temperature AT (i.e., AT = T-Tf) is large or small. If the delta temperature AT is large,then the energy algorithm 414 selects the low air flow region 430 and operates the fan 110 at a high speed (shown as curve 434) in order to efficiently reduce the delta temperature AT while the increased airflow speed is able to provide adequate heat transfer. However, if the energy algorithm 414 determines that the delta temperature AT is small, then the energy algorithm 414 selects the high air flow region 432, and operates the fan 110 for a minimum duration, such as creating speed pulses to the fan 110 (shown as curve 436 in Figure 14). instead of running the ventilation system 108 constantly.

[0102] The energy7algorithm 414 uses various control strategies, such as intermittent control pulses, to optimize the temperatures while minimizing energy usage. For example, the energy algorithm 414 may intermittently pulse the heating element 76 on and off or intermittently pulse the ventilation fan 1 10 on and off to minimize energy usage. Further, if the ambient temperature is already quite high, and due to the heat transfer function being a nonlinear function of airflow, the energy7algorithm 414 determines if increasing the amount of pow er, increasing the amount of airflow, or creating a slight delta of the heat transfer coefficient h is more effective to determine a small drop in temperature. As an example, the energy algorithm 414 considers if the same temperature drop can be achieved by providing a low er amount of energy (i.e., using a low fan speed) for a longer period of time verses providing a high amount of energy (i.e.. using a high fan speed) for a shorter period of time. Therefore, the energy algorithm 414 decides an amount of heat to provide, an amount of cooling to provide, and what fan speed to use based on the ambient temperature, the current seat temperature, and the selected heat / cool switch input in order to maximize performance of the heating and ventilation systems 74, 108 while minimizing energy consumption.

[0103] In yet another exemplary embodiment of the present invention, the control system 30 includes a condition algorithm 438, shown in Figures 16 and 17. The condition algorithm 438 actively monitors for degradation of the heating and the ventilation systems 74, 108 and adjusts parameters in order to mitigate the deterioration or to improve arbitration within the software in the control system 30. The condition algorithm 438 considers the impact on the heating elements 76 and the ventilation system 108, such as the fans 110 over time. Further, the condition algorithm 438 detects aging in the heating elements 76 and evaluates the useful life of the heating system 74 by analyzing historical data and modeling degradation, such as by using a prognostics function as a non-limiting example. The condition algorithm 438 monitors and evaluates data stored in the NVRAM 1 0 over time and considers service and reliability of components in view7of the stored historical data. For example, the condition algorithm 438optionally adjusts selected parameters in order to minimize the effect on the heating and ventilation systems 74. 108 and / or to compensate for detected deterioration within the heating and ventilation systems 74, 108.

[0104] The condition algorithm 438 is initiated in step 440 in response to the vehicle ignition 38 being switched to the on condition (i.e., selecting the key-on condition 44 in Figure 1). Next, the condition algorithm 438 proceeds to step 442 and determines if a request to turn the heat on has been received. If the condition algorithm 438 did not receive a request to turn on the heat in step 442, then the condition algorithm 438 returns to step 442. However, if the condition algorithm 438 receives a request to turn the heat on in step 442, then the condition algorithm 438 proceeds to step 444. In step 444, the condition algorithm 438 operates the heat-on in regular mode or with adaptation, such as described above during the heat-on flowchart 314 in Figure 9. After initiating the operation of the heat-on in step 444, the condition algorithm 438 proceeds to step 446 and initiates a condition monitor 448 and an enabler 452. Concurrently, the condition algorithm 438 continuously checks step 450 (request heat off) from step 444 to determine user defined heat on / off status.

[0105] In step 446, the condition monitor 448 monitors the operation of the heating and ventilation systems 74, 108 and sets a state of an enabler 452 based on the detected condition of the heating and ventilation systems 74, 108. While the heating element 76 is on. the condition monitor 448 monitors various operating conditions including the ambient temperature, the initial temperature of the temperature sensor 82, the end temperature of the temperature sensor 82 when the heating system 74 is turned off, the count of the ignition cycles, and the like. If the ambient temperature is within a first predefined range, the initial and end temperatures from the temperature sensor 82 is within a second predefined range, and if the count of the ignition cycles is within a third predefined range, then the condition monitor 448 sets the enabler 452 to true. Further, the condition monitor 448 calculates the amount of delta energy AE used during this heating period and the duration of time ATime while the heating system 74 is on. If any one of the ambient temperature, the initial and end temperatures, and the ignition count is not within the respective ranges, then the condition monitor 448 sets the enabler 452 to false. After the condition monitor 448 sets the state of the enabler 452 to either true or false, the condition algorithm 438 proceeds to step 454 and determines if the state of the enabler 452 is true. If in step 454 the state of the enabler 452 is not true (i.e., the state is false), then the condition algorithm 438 proceeds to step 456, and terminates the condition flowchart 438 when the ignition switch 38 is turned off (i.e., the ignition switch 38 is in the key-off condition 46).However, if in step 454 the state of the enabler 452 is true, then the condition algorithm 438 proceeds to step 458. In step 458, the condition algorithm 438 initiates an aging behavior monitor 460 and a detection process 462.

[0106] The aging behavior monitor 460 and the detection process 462 use four data buffers 464, 466. 468, 470 reserved in the NVRAM 160 for aging detection. The four data buffers 464, 466, 468. 470 include a short buffer energy 464, a short buffer time 466. a long buffer energy 468, and a long buffer time 470. The short buffer energy 464 is used to store the calculated delta energy AE for a chosen cycle, and includes short energy values SEi-SEn. The short buffer time 466 is used to store the duration for the most recent heat-on event, and includes short time values STi-STn. The long buffer energy 468 and the long buffer time 470 store median values for the short buffer energy 464 and the short buffer time 466, respectively. For each heat-on event, the aging behavior monitor 460 shifts the previous values SEi-SEn-i in the short buffer energy 464 over to positions SE2-SEnuntil the short buffer energy 464 becomes full. Also, in response to each heat-on event, the aging behavior monitor 460 shifts the previous values STi- STn-i in the short buffer time 466 over to positions ST2-STnuntil the short buffer time 466 becomes full. At the end of each heat-on event, the aging behavior monitor 460 stores a new calculated delta energy' AE in the short buffer energy' 464 as value SEi and stores a new duration ATime into the short buffer time 466 as value STi.

[0107] When the short buffer energy 464 becomes full, then the aging behavior monitor 460 shifts the previous values of long energy' LEi-LEn-i over to positions LE2-LEnin the long buffer energy 468, determines a median value of the short energy values SEi-SEnin the short buffer energy 464, stores the median value into the long buffer energy 468 as long energy value LEi, and clears the short buffer energy 464. Likewise, when the short buffer time 466 becomes full, the aging behavior monitor 460 shifts the previous values of long time LTi-LTn-i over to positions LT2-LTnin the long buffer time 470, determines a median value of the short time values STi-STn in the short buffer time 466. stores the median value into the long buffer time 470 as long time value LTi, and clears the short buffer time 466. Optionally, the aging behavior monitor 460 can include additional buffers which record cycle number or other parameters. Next, the detection process 462 determines an aging index which is a function of delta time ATime and delta energy AE. In one embodiment of the present invention, detection process 462 calculates the aging index as delta time ATime divided by delta energy AE (i. e. , ATime / E) for each data pair of delta time ATime and delta energy AE stored in the long buffer energy 468 and the long buffer time 470. For example, the detection process 462 calculates a firstaging index as LTi / LEi. a second aging index as LT2 / LE2, ... an n* aging index as LTn / LEn. The detection process 462 determines that one or more of the heating and ventilation systems 74, 108 are aged if the aging index falls below a predetermined aging threshold, which is indicative of more energy being consumed to maintain the heating at duration of delta time ATime. After the aging behavior monitor 460 and the detection process 462 are completed in step 458 for the current heat-on period, then the condition algorithm 438 proceeds to step 456 and continues to follow the condition flowchart 438. It will be appreciated that the detection process 462 is customizable to focus on detecting the temperature rising capability by selecting a time duration (i.e., ATime) that is relatively small. Further, the detection process 462 is customizable to focus on maintaining the temperature capability by selecting a time duration (i.e., ATime) that is relatively large.

[0108] Returning to step 444 in the condition algorithm 438, after the condition algorithm 438 initiates operation of the heat-on using the regular mode or with adaptation, then the condition algorithm 438 proceeds to step 450. In step 450, the condition algorithm 438 determines if a heat-off request has been received. If a heat-off request has not been received in step 450, then the condition algorithm 438 returns to step 450 and continues to follow the condition flowchart 438. However, if a heat-off request has been received in step 450, then the condition algorithm 438 proceeds to step 472, operates the heat-off command, and proceeds to step 474. In step 474, the condition algorithm 438 determines if an ignition-off request has been received. If an ignition-off request has not been received in step 474, then the condition algorithm 438 proceeds to step 442 and continues to follow the condition flowchart 438. However, if an ignition-off request has been received in step 474, then the condition algorithm 438 proceeds to step 458 and continues to follow the condition flowchart 438.

[0109] In yet another embodiment of the present invention, the control system 30 includes a power algorithm 476 which evaluates the instantaneous heat characteristics of objects placed on the seat cushion 16 and identifies optimized operating profiles to provide satisfactory performance of the heating and ventilation systems 74, 108 while minimizing energy usage. Figure 18 shows a chart of the heat response of a seat cushion 1 that is unoccupied (i.e., an empty seat). The upper x-axis 478 and the lower x-axis 480 are time (minutes), the upper y- axis 482 is temperature (°C), and the lower y-axis 484 is heat on / off. A heat curve 486 is shown in reference to the lower x-axis 480 and the lower y-axis 484. The heat curve 486 includes a heat-on portion 488, a heat-off portion 490, and a heat transition 492 between the heat-on portion 488 and the heat-off portion 490 occurring at time TOFF. A heater temperature curve496, an intermediary temperature curve 498, and a surface temperature curve 500 are shown in reference to the upper x-axis 478 and the upper y-axis 482. The heater temperature curve 496 shows the temperature of the heating element 76. The surface temperature curve 500 shows the temperature of the seating surface 20. The intermediary temperature curve 498 shows the temperature of a layer within the seat cushion 16 spaced betw een the heating element 76 and the seating surface 20. A transition zone 502 indicates a decay portion 504 of the surface temperature curve 500 that shows the decay in the surface temperature curve 500 after the heating element 76 is turned off at time TOFF.

[0110] In contrast, Figure 19 shows a chart of the heat response of the seat cushion 16 that is occupied (i.e. , an object or an occupant 22, 64 is sitting on the seating surface 20). The upper x-axis 478a and the lower x-axis 480a are time (minutes), the upper y-axis 482a is temperature (°C), and the low er y-axis 484 is heat on / off A heat curve 486a is shown in reference to the lower x-axis 480a and the lower y-axis 484a. The heat curve 486a includes a heat-on portion 488a. a heat-off portion 490a, and a heat transition 492a between the heat-on portion 488a and the heat-off portion 490a occurring at time TOFF. A heater temperature curve 496a, an intermediary temperature curve 498a, and a surface temperature curve 500a are shown in reference to the upper x-axis 478a and the upper y-axis 482a. The heater temperature curve 496a shows the temperature of the heating element 76. The surface temperature curve 500a shows the temperature of the seating surface 20. The intermediary temperature curve 498a shows the temperature of a layer within the seat cushion 16 spaced between the heating element 76 and the seating surface 20. A transition zone 502a indicates a decay portion 504a of the surface temperature curve 500a that show s the decay in the surface temperature curve 500a after the heating element 76 is turned off at time TOFF. A comparison of the decay portions 504, 504a of the surface temperature curves 500, 500a in Figures 18 and 19 illustrates the difference that having an object or an occupant 22, 64 sitting on the seat cushion 16 has on the rate the surface temperature drops after the heat is turned off. The decay portion 504 of the surface temperature curve 500 in Figure 18 has a greater time constant while the seat cushion 16 is unoccupied in comparison to decay portion 504a of the occupied seat in Figure 19. The time constant is based on the rate a curve is changing over time. As shown above, the seat being occupied affects the time constant (all other factors being the same). Variation in the measured time constant over time can be used to predict a material aging effect and / or degradation within the heating and ventilation systems 74, 108.

[0111] In yet another embodiment of the present invention, the control system 30 includes a profile algorithm 506 which also evaluates the heat characteristics of objects or occupants 22, 64 on the seat cushion 16, depicted in Figures 15, 20-24. Using the profile algorithm 506, the control system 30 provides the heater power 80 to the heating element 76 for a period of time and turns off the heating element 76. The control system 30 monitors the rate that the heater temperature Ti falls after the heating element 76 is turned off. The control system 30 predicts what is sitting on the seat cushion 16 based on the rate the heater temperature Ti falls. The control system 30 determines an optimal on / off pattern which maintains the heater temperature Ti near the target temperature TTARGET but minimizes the heat-on time in order to optimize the energy consumption. It will be appreciated that the control system 30 might predict the surface temperature Tabased on the heater temperature Ti and the amount of power supplied to the heating element 76 and predict what is sitting on the seat cushion 16 based on the rate the predicted surface temperature Tafalls, without altering the scope of the present invention.

[0112] Figure 15 shows an occupied curve 508 and an unoccupied curve 510 with respect to an x-axis 512 of time (minutes) and a y-axis 514 of temperature (°C). Figure 15 also shows a heat-on arrow 516 which represents heat being applied by the heating element 76 to the seating surface 20 between time TON and time TOFF. Further, Figure 15 shows a heat-off arrow 518 which represents heat not being applied by the heating element 76 to the seating surface 20 after time TOFF. Figure 15 also shows a predetermined temperature threshold 520. Comparing the occupied curve 508 and the unoccupied curve 510, the time constant of the temperature rise during application of heat (arrow 516) for the occupied curve 508 is different than for the unoccupied curve 510. With collected data either online or offline, the detection of the presence of the occupant 22. 64 can be made via data comparison or neural network learning based on a short period of time verses temperature instantaneous response. Further, a simplified detection can be made by setting a predetermined and fixed temperature threshold 520 and monitoring the amount of time required for the temperature of the seating surface 20 to rise to the temperature threshold 520. shown as delta rise time ATRISE. For example, the heat is turned on at time TON and the temperature of the seating surface 20 rises to the temperature threshold 520 at time THi. Thus, the delta rise time ATRISE is equal to time THi minus time TON, i.e., ATRISE = THi - TON. The simplified detection also monitors the amount of time required for the temperature of the seating surface 20 to fall to the temperature threshold 520, shown as delta fall time ATFALL. For example, the heat is turned off at time TOFF and the temperature of the seating surface 20 falls to the temperature threshold 520 at time TFU. Thus, the delta fall time ATFALL is equal to time TH2 minus time TOFF, i.e., ATFALL = TH2 - TOFF. The determination ofthe ATRISE and / or the determination of ATFALL can be used in place of the OCS data 390 or the ODS data 392 in occupant algorithm 378 of Figure 11. The determination of the ATRISE and the ATFALL can be used to help control the heating element 76 by detecting when the seating surface 20 is unoccupied.

[0113] Referring to Figures 1, 14, and 20-24. the profile algorithm 506 determines instantaneous heat characteristics from obj ects placed on top of the seat cushion 16 via variable pulsation and pumping control along with monitoring strategies. The profile algorithm 506 can detect if the seat cushion 16 is unoccupied, if a cooler object is placed on the seat cushion 16, if a warmer object is placed on the seat cushion 16, and the like.

[0114] Depicted in Figure 20, the profile algorithm 506 is initiated in step 522 when the ignition switch 38 is turned on (i.e., the ignition switch 38 is in the key-on condition 44). After the ignition switch 38 is turned on in step 522, then the profile algorithm 506 proceeds to step 524. In step 524, the profile algorithm 506 determines if an option of allowing energy optimization has been enabled. If the option of allowing energy optimization has not been enabled in step 524, then the profile algorithm 506 proceeds to step 526 and determines if a heat-on request has been received. If a heat-on request has not been received in step 526, then the profile algorithm 506 proceeds to step 528 and executes a turn heat-off process. After executing the heat-off process in step 528, the profile algorithm 506 returns to step 524 and continues to follow the profile flowchart 506 while the ignition switch 38 is on. However, if a heat-on request has been received in step 526, then the profile algorithm 506 proceeds to step 530, executes a turn heat-on process, and proceeds to step 532. If a heat-off request has been received in step 532, then the profile algorithm 506 proceeds to step 528 and continues to follow the profile flowchart 506. However, if a heat-off request has not been received in step 532, then the profile algorithm 506 proceeds to step 530 and continues to follow the profile flowchart 506.

[0115] Returning to step 524, if the option of allowing energy optimization has been enabled, then the profile algorithm 506 proceeds to step 534 and explores open loop profiles, described in more detail below'. After the profile algorithm 506 identifies an optimized profile in step 534, then the profile algorithm 506 proceeds to step 536. executes the optimized profile, and proceeds to step 538. In step 538, the profile algorithm 506 determines if a heat-off request has been received. If a heat-off request has not been received in step 538, then the profile algorithm 506 proceeds to step 536 and continues to follow' the profile flow chart 506. How ever, if a heat-off request has been received in step 538, then the profile algorithm 506 proceeds to step 528 and continues to follow the profile flowchart 506. The step 534 of exploring open loop profiles is described in more detail in reference to Figures 21-24. The exploration of open loop profiles selects preferred profiles which may potentially reduce overall energy consumption. Figures 21 and 22 illustrate one embodiment of the open loop profiles exploration used by the profile algorithm 506. Figure 21 depicts a chart showing the heater temperature Ti (°C) on a first y- axis 540. a control enable 542 for the heater power 80 on a second y-axis 544, and time (minutes) on the x-axis 546. Figure 21 includes a first temperature curve 548 showing the change in the heater temperature Ti over time while the seat cushion 16 is unoccupied. Figure 21 includes a second temperature curve 550 showing the change in the heater temperature Ti over time while the seat cushion 16 is occupied.

[0116] In addition, Figure 21 shows a control enable curve 552 which has an amplitude of ON 554 while the control enable 542 has enabled providing heater power 80 to the heating element 76 and an amplitude of OFF 556 while the control enable 542 has disabled providing heater power 80 to the heating element 76. Thus, the control enable 542 has enabled providing heater power 80 during curve portions 558, 560, 562, which are also described as heat-on periods 558, 560, 562. The control enable 542 has disabled providing heater power 80 during curve portions 564, 566, which are also described as heat-off periods 564, 566. Referring to the first temperature curve 548. the control enable 542 initiates the first heat-on period 558 at time TONI. The first temperature curve 548 has an initial temperature IT i when the first heat-on period 558 is initiated. The control enable 542 terminates the first heat-on period 558 at time TOFFI when the heater temperature Ti of the first temperature cun-e 548 rises to the target temperature TTARGET 568.

[0117] Next, the control enable 542 initiates the second heat-on period 560 at time TON2 after a passage of a predefined time delay ATDELAY. Further, the profile algorithm 506 records an initial temperature IT2 of the first temperature curve 548 when the control enable 542 initiates the second heat-on period 560. The profile algorithm 506 determines a delta temperature ATi during the first heat-off period 564 as the difference between the temperature target TTARGET 568 and the initial temperature IT2 at the start of the second heat-on period 560, i.e., ATi = TTARGET - IT2.

[0118] Next, the control enable 542 terminates the second heat-on period 560 at time TOFF2 in response to the heater temperature Ti rising to the TTARGET 568. Next, the control enable 542initiates the third heat-on period 562 at time TONS after the passage of the predefined time delay TDELAY2. The amount of time ATONI of the first heat-on period 558 is the delta between the time TONI and the subsequent time TOFFI, i.e., ATONI = TOFFI - TO I . It will also be appreciated that the selected value for ATDELAY can be varied by the profile algorithm 506. For example, the time delay between the first and second heat-on periods 558, 560 is shown as ATDELAY and the time delay between the second and third heat-on periods 560, 562 is shown as ATDELAY2.

[0119] Referring to the second temperature curve 550, the control enable 542 initiates the first heat-on period 558 at time TONL The second temperature curve 550 has an initial temperature of ITIA at time TONI. Next, the control enable 542 terminates the first heat-on period 558 at time TOFFI in response to the temperature Ti rising to the temperature target TTARGET 568. Next, the control enable 542 initiates the second heat-on period 560 at time TON2 after the passage of the predefined time delay ATDELAY. Further, the profile algorithm 506 records an initial temperature ITZA of the second temperature curve 550 when the control enable 542 initiates the second heat-on period 560. The profile algorithm 506 determines the delta temperature ATIA during the first heat-off period 564 as the difference between the temperature target TTARGET and the initial temperature IT2A at the start of the second heat-on period 560, i.e., AT L = TTARGET - IT2A. The delta temperature ATi, ATIA is indicative of a satisfaction temperature range (T), wherein the amount of satisfaction in the temperature range is inversely proportional to the delta temperature ATi, ATIA during the heat-off periods 564. 566.

[0120] Figure 22 depicts a chart showing the heater temperature Ti (°C) on a first y-axis 570, a control enable 542 for the heater power 80 on a second y-axis 572, and time (minutes) on an x-axis 574. Figure 22 includes a third temperature curve 576 showing the change in the heater temperature Ti over time. In addition, Figure 22 shows a second control enable curve 578 which has an amplitude of ON 580 during fourth through seventh heat-on periods 584, 586, 588, 590, signifying power being applied to the heating element 76. Further, the second control enable curve 578 has an amplitude of OFF 592 during the fourth through sixth heat-off periods 594, 596, 598. In addition, the profile algorithm 506 selects a predetermined delta temperature target ATTARGET (shown as element 600 in Figure 22) for a desired amount of change in temperature.

[0121] The profile algorithm 506 initiates the fourth heat-on period 584 at time TON4 and terminates the fourth heat-on period 584 at time TOFFT when the amplitude of the heater temperature Ti rises to the target temperature TTARGET, shown as element 602 in Figure 22. Theprofile algorithm 506 initiates the fifth heat-on period 586 after a time delay of ATDELAYT at time TONS. The decrease in heater temperature T i during the fourth heat-off period 594 is shown as the delta temperature AT4.

[0122] Next, fifth heat-on period 586 is terminated at time TOFFS when the amplitude of the heater temperature Ti rises to the target temperature TTARGET 602. The amount of on-time ATON4. ATONS of the fourth and fifth heat-on periods 584, 586 are similar because the initial heater temperature T 1 at times TON4 and TONS is similar. However, the delta temperature AT4 is greater than the delta temperature target ATTARGET 600, which is undesirable.

[0123] Since the delta temperature AT4 during the fourth heat-off period 594 was greater than the delta temperature target ATTARGET 600, the profile algorithm 506 shortens the amount of delay time ATDELAYT by a first shift delta AS to obtain a revised delay time ATDELAYS (i.e., ATDELAYS = ATDELAY4 - AS). Next, the profile algorithm 506 initiates the sixth heat-on period 588 at time TON6 after the delay time ATDELAYS has passed. Next, the sixth heat-on period 588 is terminated when the amplitude of the heater temperature Ti rises to the target temperature TTARGET 602. The amount of on-time ATQN6 of the sixth heat-on period 588 is less than the amount of on-time ATONS of the fifth heat-on period 586 since the heater temperature Ti at time TON6 was greater than at time TONS. The delta temperature ATs during the fifth heat-off period 596 was greater than the delta temperature target ATTARGET 600. Therefore, the profile algorithm 506 shortens the amount of delay time ATDELAY6 again by subtracting the shift delta AS from the delay time ATDELAYS. Next, the profile algorithm 506 initiates the seventh heat-on period 590 after the delay time ATDELAY6 has passed. Since the amount of delta temperature AT6observed during the sixth heat-off period 598 is less than or equal to the delta temperature target ATTA GET 600, the profile algorithm 506 will select the current delay time ATDELAY6 as a preferred amount of delay time. The profile algorithm 506 continues operating the heater 76 using the delay time ATDELAY6 until conditions change or a heat-off request is received. It will be appreciated that the profile algorithm 506 optionally adjusts the amount of heater power 80 by adjusting the PWM duty cycle as another variable which can be used to optimize the heating process.

[0124] Figure 23 illustrates yet another embodiment of the exploration of open loop profiles for profile algorithm 506, which optimizes the amount of time in the heat-on periods and the heat-off periods based on a ratio of the delta energy AE with respect to a change in time ATime. Figure 23 depicts a chart showing the heater temperature Ti (°C) on a first y-axis 606, a controlenable 542 for the heater power 80 on a second y-axis 608, and time (minutes) on an x-axis 610. Figure 23 includes a fourth temperature curve 612 showing the change in the heater temperature Ti over time. In addition. Figure 23 shows a third control enable curve 614 which has an amplitude 616 during first through sixth heat-on periods 618, 620, 622, 624, 626, 628, signifying power being applied to the heating element 76 76. Further, the third control enable curve 614 has an amplitude of OFF 630 during the first, third, and fifth heat-off periods 632, 634, 636.

[0125] During the exploration of open loop profiles, the profile algorithm 506 selects profiles having one or more different heat-on periods and heat-off periods based on adjusting one or more of an index from a past period of time, the duration of the on / off times, and the PWM duty cycle. For example, the profile algorithm 506 determines a series of heat-on and heat-off profiles Pl, P2, P3 wherein the heat-on periods 618, 622, 626 and the heat-off periods 632, 634, 636 vary in length of time. The amount of time for each profile Pl, P2, P3 is shown as ATimei, ATime2, and ATime?, respectively, and is equal to the sum of the amount of time during the heat-on period 618, 622, 626 and the respective heat-off period 632, 634, 636.

[0126] Next, the profile algorithm 506 calculates the amount of energy consumed during each profile Pl, P2, P3, shown as AEi, AE2, AE3. respectively, based on the battery voltage and the instantaneous current drawn by the heating element 76. The instantaneous power is calculated as P=SVI during each heat-on period 618, 622, 626, wherein P is power, V is the battery voltage (volts), and I is the instantaneous current (amps). The delta energy AE is determined as J(P, T) wherein P is the power and T is time. In addition, the delta time ATime is calculated for each profile Pl, P2. P3 being examined. An index of efficiency is calculated as delta energy AE divided by delta time ATime (i.e., AE / ATime) for periods Pl, P2, and P3. The profile algorithm 506 stores the calculated value of AE / ATime for each of the profiles Pl, P2, P3 into a profile buffer (not shown). The profile algorithm 506 selects a balanced approach for the most energy efficient combination of the time during the heat-on period, the time during the heat-off period, and PWM duty cycle to provide satisfactory performance while minimizing energy consumption.

[0127] The step 536 of executing the optimized profile is described in more detail in reference to Figure 20. To determine the optimized profile, the profile algorithm 506 finds the index I for the minimum value of the calculated values of AE / ATime stored in the profile buffer duringthe exploration of open loop profiles in step 534. Next, the profile algorithm 506 executes the ithprofile from the profile buffer, which provides heater control energy savings.

[0128] In yet another exemplary embodiment of the present invention, the control system 30 includes a distance algorithm 638, shown in Figures 24 and 25. Depicted in Figure 24, the distance algorithm 638 includes a smart-shutdown feature which selectively turns off and / or adjusts the heating and ventilation systems 74, 108 when the vehicle 12 is approaching a predefined destination 640. The distance algorithm 638 reduces energy consumption and also can extend the system lifecycle by adjusting the operating parameters of the heating and ventilation systems 74, 108 based in part on one or more of a distance remaining 642 and a time remaining 643 to the destination 640. Described above, the vehicle 12 includes a wireless network connection 180 to cloud services 182 which provides GPS functions 183 and related information, such as a current location 644 of the vehicle 12. Additional GPS functions 183 are provided by the vehicle 12 and / or by cloud services 182 based in part by the occupant 22 specifying the desired destination 640. The additional GPS functions 183 include one or more of a start point 646, navigation, a distance traveled 648, the distance remaining 642, and a time remaining 643 to the destination 640. The distance algorithm 638 includes one or more of a predetermined distance threshold 650 and a predetermined time threshold 651. The distance threshold 650 is based on the amount of distance to the destination 640, such as five miles (eight kilometers) as a non-limiting example. The time threshold 651 to the destination 640 is specified based on the time remaining 643 until the vehicle 12 is expected to arrive at destination 640, such as five minutes as a non-limiting example.

[0129] Figure 24 shows a chart depicting the state of the heating and ventilation systems 74, 108 on a y-axis 652 with the x-axis 654 showing distance to the destination 640 (miles or kilometers). The distance algorithm 638 maintains the heating and ventilation systems 74, 108 in the "ON" condition, as illustrated by segment 656, while the vehicle 12 is greater than one or more of the threshold distance 650 from the destination 640 and the threshold time 651 from the destination 640 if the operation of one or more of the heating and ventilation systems 74, 108 has been requested by the occupant 22. However, the distance algorithm 638 terminates operation of the heating and ventilation systems 74, 108, illustrated by segment 658, when one or more of the distance remaining 642 and the time remaining 643 to the destination 640 is equal or less than the threshold distance 650 and the threshold time 651, respectively. It will be appreciated that the distance algorithm 638 optionally adjusts operating conditions of one or more of the heating and ventilation systems 74, 108 when one or more of the distanceremaining 642 and the time remaining 643 is equal or less than the threshold distance 650 and the threshold time 651, respectively, such as reducing the amount of heater power 80 applied, reducing fan 110 speed, and the like as an alternative to terminating operation of the heating and ventilation systems 74, 108.

[0130] One exemplary embodiment of the distance algorithm 638 is depicted in Figure 25. The distance algorithm 638 is initiated in step 660 when the ignition 38 of the vehicle 12 is turned on. Next, the distance algorithm 638 proceeds to step 662 and determines if a heat-on request has been received. If a heat-on request has not been received in step 662, then the distance algorithm 638 proceeds to step 664, executes a turn heat off process, proceeds to step 662, and continues to follow the distance flowchart 638. However, if a heat-on request has been received in step 662, then the distance algorithm 638 proceeds to step 666, proceeds to step 668, and executes a turn heat-on process in step 668. In step 668, the distance algorithm 638 determines if the current location 644 of the vehicle 12 is close to the destination 640, i.e., is the distance remaining 642 to the destination 640 less than or equal to the threshold distance 650 or if the time remaining 643 to the destination 640 is less than or equal to the threshold time 651.

[0131] One exemplary threshold distance 650 is five miles (8 kilometers), as a non-limiting example. One exemplary threshold time 651 is five minutes, as a non-limiting example. It will be appreciated that one or more of the threshold distance 650 and the threshold time 651 might vary. If the distance algorithm 638 determines that the distance remaining 642 is not less than or equal to the threshold distance 650 (i.e., the distance remaining 642 is greater than the threshold distance 650). then the distance algorithm 638 proceeds to step 670 and initiates normal control of the heating and ventilation systems 74, 108. As an alternative, if the distance algorithm 638 determines that the time remaining 643 is not less than or equal to the threshold time 651 (i.e., the time remaining 643 is greater than the threshold time 651), then the distance algorithm 638 proceeds to step 670 and initiates normal control of the heating and ventilation systems 74, 108. After the distance algorithm 638 initiates normal operation of the heating and ventilation systems 74, 108 in step 670, then the distance algorithm 638 returns to step 668 and continues to follow the distance flowchart 638.

[0132] However, if the distance algorithm 638 determines in step 668 that one or more of the distance remaining 642 and the time remaining 643 is less than or equal to the threshold distance 650 and the threshold time 651, respectively, then the distance algorithm 638 proceedsto step 672. In step 672, the distance algorithm 638 initiates energy saving control for the heating and ventilation systems 74, 108. The distance algorithm 638 optionally selects one or more of a reduced target temperature, optimized operation profile, and / or turning off the heating and ventilation systems 74, 108. The distance algorithm 638 terminates executing the turn heat-on process (step 666) if a heat-off request is received and proceeds to step 674. In step 674, if a heat-off request has been received, then the distance algorithm 638 proceeds to step 664, executes the turn heat-off process, and continues to follow the distance flowchart 638. However, if a heat-off request was not received in step 674, then the distance algorithm 638 returns to step 666 and continues to follow the distance flowchart 638.

[0133] In yet another embodiment of the present invention, the control system 30 includes a communication algorithm 676, depicted in Figure 26. The communication algorithm 676 transfers information between the vehicle 12 and the cloud services 182 via the wireless network connection 180. Depicted in Figure 26, the vehicle 12 includes an internal vehicle system 680 which comprises the heating and ventilation systems 74, 108, a vehicle main electronic control unit (main ECU) 682, and the in-vehicle-network (IVN) 36. The main electronic control unit 682 can be integrated with the ECU 32 and / or connected by the invehicle-network 36 to the ECU 32. The communication algorithm 676 transfers data and diagnostic information 684 from the heating and ventilation systems 74, 108 to the main electronic control unit 682 via the in-vehicle-network (IVN) 36. Further, the main ECU 682 transfers commands 685 and software updates 686 to the heating and ventilation systems 74, 108 via the in-vehicle-network (IVN) 36.

[0134] The communication algorithm 676 transfers the data and diagnostic information 684 received from the heating and ventilation systems 74, 108 via the wireless network connection 180 to cloud sendees 182. The cloud sendees 182 include an algorithm optimization 688 and warranty data handling 689.

[0135] The algorithm optimization 688 receives and evaluates the data and diagnostic information 684. The algorithm optimization 688 determines efficiency improvements 690, feature additions 692, and software updates 694 which correct detected problems (i.e., “bug fixes"’) based in part on the received data and diagnostic information 684. The algorithm optimization 688 packages the efficiency improvements 690, the feature additions 692. and the software updates 694 into an over-the-air (OTA) software update 696. Next, the algorithm optimization 688 transfers the OTA software update 696 via the wireless network connection180 to the main ECU 682 in the vehicle system 680. Next, the main ECU transfers commands 685 and the software updates 686 to the heating and ventilation systems 74, 108 based on the information received in the OTA software update 696.

[0136] The warranty' data handling 689 also receives the data and diagnostic information 684 from the vehicle system 680. The warranty data handling 689 reviews the received data and diagnostic information 684 and logs failed equipment 698. Further, the warranty data handling 689 evaluates the received data and diagnostic information 684 using artificial intelligence (Al) and determines advanced failure rate predictions 700.

[0137] As discussed above, the methods to monitor the seat heating and ventilation systems 74, 108 include one or more of an adaptive algorithm 276, an occupant algorithm 378, an energy algorithm 414, a condition algorithm 438, a power algorithm 376, a profile algorithm 506, a distance algorithm 638, and a communication algorithm 676. The above described methods and associated algorithms 276. 378, 414, 438, 376, 506, 638, 676 improve the performance of the heating and ventilation systems 74, 108 and provide an improved occupant experience. Further, the condition algorithm 438 monitors the heating and ventilation systems 74, 108 for degradation and compensates for the detected degradation. In addition, the adaptive algorithm 276, the occupant algorithm, the energy algorithm 414, the power algorithm 376, the profile algorithm 506, and the distance algorithm 638 include features which reduces the power consumption, reduces instantaneous power delivery', and / or improves energy' savings for heating and ventilation systems 74, 108 within the seat assembly 10.

[0138] The invention has been described in an illustrative manner, and it is to be understood that the terminology', which has been used, is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the present invention are possible in light of the above teachings. It is, therefore, to be understood that within the scope of the appended claims, the invention may be practiced other than as specifically described.

Claims

What is claimed is:

1. A method for controlling a heating system for a seat assembly in an automotive vehicle, the method comprising: providing the seat assembly including a seat cushion; providing the heating system which includes a control system, a heating element positioned within the seat cushion and electrically connected to the control system, a temperature sensor adjacent the heating element and electrically connected to the control system for providing an actual temperature TP Actual of the heating element to the control system, and a heater control electrically connected to the control system for providing a heat-on condition and a heat-off condition to the control system, wherein the control system selectively provides a heater power to the heating element; selecting the heat-on condition on the heater control; setting a temperature limit TPLimit equal to a first predetermined value and setting a temperature low TPLOW to a second predetermined value in response to receiving the heat-on condition, wherein the second predetermined value is less than the first predetermined value; determining the actual temperature TP Actual from the temperature sensor; providing the heater power to the heating element to maintain the actual temperature TP Actual less than or equal to the temperature limit TPLimit and greater than or equal to the temperature low TPL ow; selecting the heat-off condition on the heater control; terminating providing the heater power to the heating element in response to the selection of the heat-off condition; selecting a subsequent heat-on condition after selecting the heat-off condition; determining a heat-off time between terminating providing the heater power and the selection of the subsequent heat-on condition; adjusting the temperature limit TPiimit based on the heat-off time; and providing the heater power to the heating element to maintain the actual temperature TPActuai less than or equal to the temperature limit TPLimit and greater than or equal to the temperature low TPL OW-2. The method as set forth in claim 1, further comprising: providing an ignition switch electrically connected to the control system and including a key-on condition and a key-off condition; selecting the key-on condition prior to selecting the heat-on condition;selecting the key-off condition after selecting the key-on condition; and determining if the selection of the key-off condition occurred between the selection of the heat-off condition and the selection of the subsequent heat-on condition; wherein the step of adjusting the temperature limit TPtimit further comprises setting the temperature limit TPtimit to the first predetermined value if the selection of the key-off condition occurred between the selection of the heat-off condition and the selection of the subsequent heat-on condition or if the heat-off time is greater than a predetermined threshold; and wherein the step of adjusting the temperature limit TPtimit further comprises decreasing the temperature limit TPtimit by a first shift delta AS if the heat-off time is less than the predetermined threshold and the selection of the key-off condition is absent between the selection of the heat-off condition and the selection of the subsequent heat-on condition.

3. The method as set forth in claim 2, further comprising: determining if the temperature low TPLOW is greater than or equal to the temperature limit TPi mit ; and decreasing the temperature low TPLOW by a second shift delta As if the temperature low TPLOW is greater than or equal to the temperature limit TPLimit, wherein the second shift delta As is less than the first shift delta AS.

4. A method for controlling a heating system for a seat assembly in an automotive vehicle, the method comprising: providing the seat assembly including a seat cushion; providing the heating system which includes a control system, a heating element positioned within the seat cushion and electrically connected to the control system, a temperature sensor adjacent the heating element and electrically connected to the control system for providing an actual temperature TP Actual of the heating element to the control system, a heater control electrically connected to the control system for providing a heat-on condition and a heat-off condition to the control system, and an occupant information system electrically connected to the control system for providing a first seat condition and a second seat condition wherein the first seat condition is different than the second seat condition, wherein the control system selectively provides one of a first heater power and a second heater power to the heating element wherein the first heater power is different than the second heater power; selecting the heat-on condition on the heater control;receiving one of the first seat condition and the second seat condition from the occupant information system; providing the first heater power to the heating element in response to receiving the first seat condition from the occupant information system; and providing the second heater power to the heating element in response to receiving the second seat condition from the occupant information system.

5. The method of claim 4, wherein the first seat condition is a seat occupied condition, the second seat condition is a seat unoccupied condition, and the second heater power further comprises: supplying the first heater power to the heating element after a predetermined amount of time; or supplying a reduced PWM duty cycle of the first heater power to the heating element; or supplying the first heater power to the heating element after receiving the first seat condition.

6. The method as set forth in claim 4, wherein the first seat condition is a first weight class and the second seat condition is a second weight class, and the first weight class is different from the second weight class.

7. The method as set forth in claim 4, wherein the heating element further comprises a first heating zone and a second heating zone, the occupant information system further comprises a first pressure sensor and a second pressure sensor electrically connected to the control system, the method further comprising: receiving a first pressure signal from the first pressure sensor and a second pressure signal from the second pressure sensor; and providing the first heater power to one of the first heating zone and the second heating zone in response to receiving the first pressure signal and providing the second heater power to an other one of the first heating zone and the second heating zone in response to the second pressure signal.

8. The method as set forth in claim 7, wherein: one of the first and second pressure signals has a larger amplitude than an other one of the first and second pressure signals; orthe first heater power is different from the second heater power by one or more of an PWM duty cycle, an amount of time during a heat-on period of the first and second heater power, the amount of time during a heat-off period of the first and second heater power, and a temperature limit TPLimit.

9. A method for controlling a heating system for a seat assembly in an automotive vehicle, the method comprising: providing the seat assembly including a seat cushion; providing the heating system which includes a control system, a heating element positioned within the seat cushion and electrically connected to the control system, a temperature sensor adjacent the heating element and electrically connected to the control system for providing an actual temperature TP Actual of the heating element to the control system, a heater control electrically connected to the control system for providing a heat-on condition and a heat-off condition to the control system, wherein the control system selectively provides a heater power to the heating element; selecting the heat-on condition on the heater control; setting a temperature limit TPLimit equal to a first predetermined value and setting a temperature low TPLOW to a second predetermined value in response to receiving the heat-on condition, wherein the second predetermined value is less than the first predetermined value; determining the actual temperature TP Actual from the temperature sensor; providing the heater power to the heating element to maintain the actual temperature TP Actual less than or equal to the temperature limit TPLimit and greater than or equal to the temperature low TPLOW, wherein the providing of the heater power comprises an alternating sequence of a heat-on period followed by a heat-off period, the heat-on period corresponding to providing the heater power until the actual temperature TP Actual reaches the temperature limit TPLimit and the heat-off period corresponding to terminating providing the heater power when the actual temperature TP Actual is equal to the temperature limit TPLimit and terminating the heat- off period when the actual temperature TP Actual decreases to the temperature low TPL0W; determining a delta energy AE provided to the heating element during the heat-on period by the heater power; determining a delta time ATime for the heat-on period and the subsequent heat-off period; determining an aging index based on the delta energy AE and the delta time ATime; anddetermining that the heating system is aged if the aging index is below a predetermined aging threshold.

10. The method as set forth in claim 9, wherein the aging index is the delta time ATime divided by the delta energy AE.

11. The method according to any one of claims 1 through claims 10, the seat assembly further comprising a ventilation system having one or more fans, a vent control electrically connected to the control system for providing a vent-on condition and a vent-off condition to the control system, wherein the control system selectively provides fan power to the one or more fans.

12. A method for controlling a heating system for a seat assembly in an automotive vehicle, the method comprising: providing a vehicle; providing the seat assembly within the vehicle and which includes a seat cushion; providing the heating system within the vehicle and which includes a control system, a heating element positioned within the seat cushion and electrically connected to the control system, a heater control electrically connected to the control system for providing a heat-on condition and a heat-off condition to the control system, and a temperature sensor adjacent the heating element and electrically connected to the control system for providing an actual temperature TP Actual of the heating element to the control system, wherein the control system selectively provides one or more of a first heater power and a second heater power to the heating element, wherein the first heater power is different than the second heater power, and wherein the control system receives global positioning system (GPS) information; providing a destination to the control system; determining a current location of the vehicle; receiving the heat-on condition from the heater control; determining one or more of a time remaining and a distance remaining based on the current location of the vehicle and the destination; providing the first heater power to the heating element based on the received heat-on condition if one or more of the time remaining and the distance remaining is greater than a predetermined time threshold and a predetermined distance threshold, respectively; and providing the second heater power to the heating element based on the received heat- on condition if the one or more of the time remaining and the distance remaining is equal to orless than the predetermined time threshold and the predetermined distance threshold, respectively.

13. The method as set forth in claim 12, further comprising: setting a temperature limit TPLimit equal to a first predetermined value and setting a temperature low TPL0Wto a second predetermined value in response to receiving the heat-on condition, wherein the second predetermined value is less than the first predetermined value; determining the actual temperature TP Actual from the temperature sensor; and providing one of the first heater power and the second heater power to the heating element to maintain the actual temperature TP Actual less than or equal to the temperature limit TPLimit and greater than or equal to the temperature low TPLO .

14. The method according to claim 13, wherein providing the second heater power further comprises: providing a reduced PWM duty cycle of the first heater power; or terminating providing the first heater power; or decreasing the temperature limit TPLimit.

15. The method according to any one of claim 12 through claim 14, the seat assembly further comprising a ventilation system having one or more fans, a vent control electrically connected to the control system for providing a vent-on condition and a vent-off condition to the control system, wherein the control system selectively provides one or more of a first fan power and a second fan power to the one or more fans wherein the first fan power is different than the second fan power, the method further comprising: selecting the vent-on condition on the vent control; providing the first fan power to the one or more fans based on the received vent-on condition if one or more of the time remaining and the distance remaining is greater than the predetermined time threshold and the predetermined distance threshold, respectively; and providing the second fan power to the one or more fans based on the received vent-on condition if the one or more of the time remaining and the distance remaining is equal to or less than the predetermined time threshold and the predetermined distance threshold, respectively; wherein providing the second fan power compnses one or more of providing a reduced PWM duty cycle of the first fan power, terminating providing the first fan power, and providing the first fan power intermittently.

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