Method and system for estimating an average temperature of a heating device

Abstract

A method for estimating an average temperature of a heating device. Hie method comprises determining an amount of electrical power delivered to a resistive material of the heating device, determining a first heat transfer rate from the resistive material to a core material of the heating device, determining a second heat transfer rate from the core material, and estimating the average temperature of the heating device ultimately from the first and second heat transfer rates.

Description

Atorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025METHOD AND SYSTEM FOR ESTIMATING AN AVERAGE TEMPERATURE OF A HEATING DEVICECROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims benefit of U.S. Provisional Application No. 63 / 689,184 (filed August 30, 2024). which is incorporated herein by reference in its entirety for all purposes.FIELD

[0002] The present teachings generally relate to a method for determining an average temperature of a heating device and a system implementing said method.BACKGROUND

[0003] Heating devices are common occupant comfort features in thermally conditioned articles like seating and furniture. Such features are particularly becoming more common in vehicles, such as in seats, steering wheels, center consoles, and door panels. Typically, the heating devices are in the form of mats, located below a surface, that heat at least a portion of the surface. Some include sensors, such as negative temperature coefficient (“NTC”) sensors to provide temperature feedback for control and / or safety.

[0004] In some thermally conditioned surface control schemes, discrete temperature levels can be selected by an occupant and heating devices are accordingly electrically powered, in cooperation with sensor feedback, to control the amount of heat generated by the heating devices. Uris manner of control is not as refined as other methods in operating to achieve and maintain occupant comfort, and typically the occupant needs to monitor and adjust the heat levels, during driving, to maintain a comfortable sensation.

[0005] In some thermally conditioned surface control schemes, thermal effects upon a surface are considered in estimating a surface temperature. Accurate surface temperature estimation is desired as some occupant comfort models focus on various thermal exchanges relative to the occupant, including those between surfaces and the occupant. Some current control schemes estimate surface temperatures based ultimately on an initial sensor input, such as a sensor on-board a heating mat. However, reliance on conventional sensors and locations of said sensors can lead to inaccurate estimations of heating mat temperature and, accordingly, surface temperature.

[0006] Typical sensor placement may not be optimal for accurate temperature estimation of the heating mat. Sensors are often placed on heating mats in locations juxtaposed with, or at least approximately juxtaposed with, bite-lines of seats. In vehicle door panels, center consoles, and other surfaces, the sensors are often placed on or proximate to edges of heating mats. In other words, the sensors are typically offset from central regions of heating activity. In vehicle development, vehicle component design is oftenAtorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025 performed independently from control scheme design. Accordingly, developers of control schemes typically have to work with existing vehicle component designs, which may not be optimized for accurate temperature estimations.

[0007] There can also be differences in heating mat design and overall seat design across different makes and models of vehicles. Temperature estimations need to perform accurately across different makes and models of vehicles.

[0008] Ideal placement of sensors would be in or around central regions of heating activity, but challenges in such placement include increased complexity of heating mat production and reliability concerns resulting from running the sensor wire. For example, in seats, there are concerns over wire placement due to occupants repeatedly entering and exiting the seat and cycling stress upon the wire. Even if sensors are optimally placed, other challenges can limit the accuracy of surface temperature estimations.

[0009] Heating mats are typically constructed with a resistive material, in the form of a ribbon or a wire, disposed upon a core material or within multiple layers of core materials, such as a fabric (e.g., fleece). In this regard, the core material absorbs heat from the resistive material at a rate that is affected by the material and dimensions (e.g., thickness) of tire core material. Sensors on heating mats are typically adapted to measure the temperature of the resistive material rather than the core material. Thus, reliance on inputs from these sensors effectively assumes that the temperature of the entire heating mat is commensurate with the resistive material and is homogenous across the entirety of the heating mat. leading to inaccurate temperature estimations. Moreover, in typical heating mat configurations, the core material thermally communicates directly with a surface and / or other layers in a thermally conditioned article.

[0010] These challenges may be more pronounced upon initial power-on, and some time thereafter, before continued operation of the heating mat leads to homogenization of the temperature of the core material with the temperature of the resistive material. Although, it is possible that intermitent operation of tire heating mat. in some circumstances, may prevent temperature homogenization.

[0011] In a similar aspect, fluctuations in the temperature of the resistive material are common during heating mat operation, but again, it is difficult to accurately determine an average temperature across the heating mat. Thermal conductivity of the core materials are generally less than the resistive material, and so thermal effects on the core materials are delayed relative to the resistive material.

[0012] In view of the foregoing challenges, it has been observed that conventionally estimated surface temperatures are commonly less than, sometimes significantly less than, the actual surface temperatures.

[0013] It would be desirable to provide a method and system for determining an average temperature of a heating device.

[0014] It would be desirable to increase the accuracy of surface temperature estimations.Atorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025

[0015] It would be desirable to improve thermally conditioned article control without the need to modify the article’s design.SUMMARY

[0016] The present disclosure relates to a method for estimating an average temperature of a heating device which may address at least some of the needs identified above.

[0017] The method may comprise determining an amount of electrical power delivered to a resistive material of the heating device.

[0018] Tire method may comprise determining a first heat transfer rate from tire resistive material to a core material of the heating device, the first heat transfer rate being a function of the electrical power.

[0019] The method may comprise determining a second heat transfer rate from the core material to a surface of and / or a layer of a thermally conditioned article.

[0020] The method may comprise estimating the average temperature of the heating device ultimately from the first and second heat transfer rates.

[0021] Estimating the average temperature of the heating device may be carried out by: determining a total heat transfer rate of the core material based on the first and second heat transfer rates; determining a temperature change of the core material based on the total heat transfer rate and a thermal capacitance of the core material; and determining the average temperature by adding the temperature change to an average temperature of the heating device from a prior program cycle.

[0022] The method may comprise determining a power reduction factor as a function of a temperature of the resistive material, and adjusting the first heat transfer rate with the power reduction factor. This step may be performed after determining the first heat transfer rate . The power reduction factor may characterize a positive correlation between the temperature of the resistive material and a resistance of the resistive material.

[0023] The temperature of the resistive material may be sensed by a temperature sensor. The temperature sensor may be a negative temperature coefficient sensor.

[0024] Tire power reduction factor may be determined from a constant scaling factor, an equation, or a lookup table.

[0025] The thermal capacitance may be selected from values respectively characterizing an occupied state and an unoccupied state of the thermally conditioned article.

[0026] The method may further comprise filtering the first heat transfer rate from the resistive material to the core material of the heating device with a low pass filter modelling a thermal inertia of the resistive material. This step may be performed after determining the first heat transfer rate.

[0027] The low pass filter may be a first order low pass filter.Atorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025

[0028] The low pass filter may pass values of the first heat transfer rate that are below a threshold and atenuate values of the first heat transfer rate that are at or above the threshold.

[0029] Tire first heat transfer rate may be determined from a constant scaling factor, an equation, or a lookup table.

[0030] The method may comprise determining an occupancy status of the thermally conditioned article. The thermal capacitance may be chosen from an occupied value and an unoccupied value.

[0031] The heating device may be in the form of a mat.

[0032] The resistive material may be in the form of a ribbon, wire, or the like.

[0033] Tire resistive material may be a positive temperature coefficient material.

[0034] Tire core material may be fabricated from fleece.

[0035] The thennally conditioned article may be a vehicle component or furniture.

[0036] The method may be carried out by a vehicle controller, such as a body control module.BRIEF DESCRIPTIONS OF THE DRAWINGS

[0037] FIG. 1 is a flowchart of the method according to the present teachings.

[0038] FIG. 2 is a schematic of a system according to tire present teachings.

[0039] FIG. 3 illustrates an exemplary climatized vehicle seat according to the present teachings.

[0040] FIG. 4 is a graph of the estimated surface temperature using the method of the present teachings compared to the estimated surface temperature obtained without the method of the present teachings.DETAILED DESCRIPTION

[0041] The present teachings meet one or more of the above needs by the improved method and system described herein. The method may involve detennining an average temperature of a heating device, to provide for a more accurate temperature estimation of a surface. The temperature of a surface may be estimated to provide for or cooperate in controlling one or more heating devices or monitoring the operation of one or more heating devices.

[0042] In this regard, the average temperature of the heating device may be used in a process of dynamic surface temperature estimation, such as described in International Publication No. WO 2023 / 168060 Al, incorporated herein by reference. The dynamic surface temperature estimation generally involves determining various heat transfer rates to a surface in order to dynamically estimate the temperature of the surface. Such heat transfer rates may include those influenced by air surrounding the surface, an occupant contacting tire surface, radiative heat sources (e.g., solar radiation), and material below or underneath the surface. In this regard, the present teachings may contribute to the determination of the heat transfer rate between the surface and material below or underneath the surface.Atorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025

[0043] The method described herein may cooperate with any article adapted to support a person in a siting position, a lying position, or both. Such person may also be referred to as an occupant of said article. Some or all of the system described herein may be located in and / or on tire article adapted to support a person. Tire article adapted to support a person may include home furniture, office furniture, medical furniture, medical transport equipment, child seating, entertainment seating, vehicle seating, or any combination thereof. The article adapted to support a person may also be referred to herein as a thermally conditioned article, that is, e.g., thermally conditioned by a heating device.

[0044] In some aspects, the method described herein may cooperate with an article remote from an article adapted to support a person, and an occupant thereof. In this regard, the remote article may transfer heat via radiation. By way of example, but not limitation, the remote article may be an A-pillar of a vehicle that is heated and transfers heat to an occupant via radiation. Tire remote article may likewise be referred to herein as a thermally conditioned article.

[0045] Home furniture may include, but is not limited to, sofas, sectionals, recliners, chairs, stools, otomans, benches, beds, matresses, or any combination thereof. Office furniture may include, but is not limited to, office chairs. Medical furniture may include, but is not limited to, hospital beds, examination tables, massage tables, massage chairs, physical therapy tables, or any combination thereof. It is envisioned that some or all of the home furniture described herein may be used in office or medical setings. For instance, chairs may be provided in an office or hospital reception area. So. the foregoing references to ‘'office” and “medical” may apply to articles having specific application in those setings (e g., hospital beds typically being used exclusively in medical setings) unless otherwise indicated herein. Likewise, it is envisioned that office furniture, such as office chairs, may be used in home and medical setings. Other specialized furniture is also contemplated by tire present teachings, such as salon chairs or barber chairs. One or any combination of tire foregoing may be referred to generally as “furniture.”

[0046] Medical transport equipment may include, but is not limited to. gurneys, stretchers, mobility aids (e.g., wheelchairs, motorized scooters, or the like), or any combination thereof.

[0047] Child seating may include, but is not limited to, car seats, high chairs, strollers, or any combination thereof.

[0048] Entertainment seating may include, but is not limited to, stadium seats, theatre seats, or both.

[0049] Vehicle seating may relate to automotive vehicles, aircraft, railway vehicles, watercraft, heavy equipment, or any combination thereof. Automotive vehicles may include, but are not limited to, cars, buses, motorcycles, off-road vehicles, recreational vehicles, low-speed vehicles (e.g., golf carts), trucks (e.g., US Gross Vehicle Weight Rating (GVWR) Class 1, Class 2a, Class 2b, Class 3, Class 4, Class 5, Class 6, Class 7, or Class 8, as set forth by the US Federal Highway Administration), or any combinationAtorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025 thereof. The present teachings also contemplate that the article adapted to support a person may be comprised by a caravan or other similar article towed by an automotive vehicle.

[0050] Aircraft may include, but are not limited to, airplanes, rotorcraft, or both. Railway vehicles may include, but are not limited to, trains, trams, or both.

[0051] Watercraft may include, but are not limited to boats, personal watercraft, canoes, kayaks, or any combination thereof.

[0052] Heavy equipment may include, but are not limited to, haulers, backhoe loaders, bulldozers, cranes, excavators, forklifts, skid steer loaders, tractors, combines, lifts, or any combination thereof.

[0053] Tire present teachings are intended to be inclusive of any type of article adapted to support a person not specifically enumerated herein, as understood by skilled artisans to classify under home furniture, office furniture, medical furniture, medical transport equipment, vehicle seating, or any combination thereof.

[0054] The present teachings envision that articles adapted to support a person may comprise an assembly of one or more parts including cushions, bolsters, armrests, headrests, leg rests, footrests, covers, pads, frames, wires, springs, or any combination thereof. Accordingly, one or more of the foregoing parts may be removable from the assembly, such as for the purposes of repair, replacement, customization, or any combination thereof.

[0055] One or more elements of the system described herein may be comprised by a part of the assembly, one or more elements of the system described herein may extend between parts of the assembly, a plurality of elements of the system described herein may be comprised by different parts of the assembly, or any combination thereof.

[0056] In these regards, the system described herein may comprise or be comprised by one or more parts that may be transferrable between different articles adapted to support a person, or even between different types of articles adapted to support a person. By way of example, but not limitation, a cushion may be transferred from one chair to another, or even from a chair to a stool. As another non-limiting example, a seat cover may be transferred from one seat to another.

[0057] Although the present teachings include examples and illustrations directed to one type of article adapted to support a person (e.g., vehicle seating in a car), these examples and illustrations are not intended to be limiting. It is envisioned that the method and system may be employed with other types of articles adapted to support a person.

[0058] The system may comprise a thermally conditioned article, one or more heating devices, one or more sensors, one or more controllers, one or more memory storage devices (e.g., non-transitory memory storage devices), or any combination thereof.

[0059] Tire heating device may be located below a surface of the thermally conditioned article. The surface may be comprised by fabric, mesh, leather, rigid or semi-rigid panels, or any combination thereof. FabricAtorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025 and mesh may be assembled (e.g., woven) from fibers, although the present teachings contemplate the mesh may be a monolithic structure, such as obtained from molding. Leather may refer to genuine leather or faux leather (e.g., fabricated from vinyl or polyurethane). The rigid or semi-rigid panels may be fabricated from polymer (e.g., Acrylonitrile Butadiene Styrene or Polyvinyl Chloride), metal, wood, or any combination thereof.

[0060] Below the surface, tire thermally conditioned article may comprise one or more layers. The one or more layers may function for providing comfort in the way of cushioning, thermal insulation, space filling, or any combination thereof. Each of the one or more layers may be comprised of the same material, or at least one of the layers may be comprised of a different material from at least one of the other layers. The one or more layers may comprise foam, gel, bating, hollow fibre, down, a fluid-filled enclosure (e.g., an air-filled bag), or any combination thereof. The foregoing may be in any suitable form known in the art. By way of example, but not limitation, foam may be in the fomr of a monolithic layer, beads, or shredded pieces.

[0061] In some aspects of tire present teachings, the heating device of the present teachings may be operable in a vehicle. The heating device may be located within a vehicle component, such as below a surface. The heating device may be located below one or more layers that are below the surface. Tire surface may be exposed to the interior of tire cabin of the vehicle. The vehicle components may include, but are not limited to, seats, steering wheels, gear shifters, center consoles, door panels, dashboards, or any combination thereof. As an exemplary seat constmction a foam layer may be disposed between a heating device and a surface.

[0062] Tire vehicle may comprise one or a plurality of heating devices in one or more of tire foregoing vehicle components. An individual vehicle component may comprise one or a plurality of heating devices. For example, heating devices may be located in left and right sides of a seat, in botom and back portions of a seat, or both.

[0063] The heating device may function to thermally condition an occupant. The heating device may provide comfort to an occupant while driving. The heating device may cooperate with one or more other thermal exchanges relative to the occupant. The one or more other thermal exchanges relative to the occupant may include a thermal exchange between ambient cabin air and the occupant, a thermal exchange between forced air flow and the occupant, a thermal exchange betw een thermal radiation sources and the occupant (e.g., solar radiation transmited through windows), or any combination thereof. The present teachings generally relate to maintaining a desired heat flow relative to the occupant, in view of one or more of the foregoing thermal exchanges occurring in cooperation with thermal exchanges of a heating device.Atorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025

[0064] The heating device may function conductively or radiatively. Conductive heating devices may exchange heat through one or more elements in conductive thermal relationship to each other, ultimately to an occupant. Radiative heating devices may heat a surface remote from an occupant and cause thermal radiation to travel through tire cabin to tire occupant.

[0065] The present teachings provide a unique and unconventional solution to modelling thermal exchanges. It has been observed that some conventional models have provided for inaccurate surface temperature estimations. The present teachings relate to providing more accurate surface temperature estimations, as an output from occupant comfort models that are constructed around thermal exchanges between an occupant and their surroundings.

[0066] Tire heating device may be in the form of a mat. The heating device may comprise a resistive material and a core material. The resistive material may function to generate heat. The core material may function to thermally insulate the resistive material; prevent direct contact of the resistive material with adjacent elements: carry or affix the resistive material in a desired shape and configuration; or any combination thereof.

[0067] The resistive material may be configured in a shape that is winding, serpentine, tortuous, or any combination thereof. The resistive material may be arranged in a plurality of sections. Each section may differ in shape, orientation, resistive material area density, or combination thereof. The resistive material may be distributed in a generally uniform area density across the heating device. Thus, heat transfer may be effectuated in a generally uniform manner across a surface.

[0068] The resistive material may be in the form of a ribbon, a wire, a sheet, ink, curable material, or the like. The ink or curable material may be dispensed upon the core material by inkjet printing, screen printing, additive manufacturing (3D printing), or other suitable methods. Tire ribbon, wire, or sheet may be stitched to the core material, chemically bonded to the core material, or both.

[0069] The resistive material may be fabricated from carbon, copper (including alloys thereof), gold (including alloys thereof), silver (including alloys thereof), nickel (including alloys thereof), a positive temperature coefficient material, a negative temperature coefficient material, or any combination thereof. Tire resistive material may preferably be a positive temperature coefficient material.

[0070] The heating device may include electrodes that are connected to the resistive material so that electricity is conducted from one electrode, through the resistive material, to the other electrode.

[0071] The core material may include a fabric. The fabric may function to protect other materials of the thermally conditioned article from direct contact with the resistive material, which may cause damage (e.g., heat stress, burning, etc.) thereto. The core material may effectuate a gradual thermal exchange between the resistive material and other materials of the thermally conditioned article. Tire fabric may be woven or non-woven. Tire fabric may be in the form of fleece.Atorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025

[0072] The temperatures of the core material and the resistive material may differ, at times to a great degree, at least until continued operation of the heating device at or around an electrical power level results in thermal homogenization thereof.

[0073] Tire method may comprise one or more of the following steps. Some of the steps may be duplicated, removed or eliminated, rearranged relative to other steps, combined into one or more steps, separated into two or more steps, or a combination thereof.

[0074] The method may comprise determining an amount of electrical power delivered to a resistive material of the heating device. The electrical power delivered over a circuit may be monitored. The electrical power may be determined via a control module controlling the electrical power delivered to the heating device.

[0075] The method may comprise detennining a first heat transfer rate from the resistive material to a core material of the heating device. The first heat transfer rate may be a function of the electrical power. The first heat transfer rate may reflect the thermal efficiency of the resistive material. The first heat transfer rate be determined from a constant scaling factor, an equation, or a lookup table. Preferably, the first heat transfer rate may be determined from a lookup table. The foregoing may be calibrated by operating the heating device at various currents and / or voltages and monitoring the responses thereof. Generally, the first heat transfer rate is positively correlated with the electrical power.

[0076] The method may comprise determining a second heat transfer rate from the core material to a surface of and / or a layer of a thermally conditioned article. The second heat transfer rate may be determined from a dynamic temperature estimation, such as described in International Publication No. WO 2023 / 168060 Al, incorporated herein by reference. Tire average temperature of the heating device may be provided as an input into the dynamic temperature estimation, which uses physics-based models to estimate heat transfer rates between successive layers disposed between a heating device and an occupant, and estimate the temperatures of said layers. Thus, in said dynamic temperature estimation, into which the presently determined average temperature is fed into, the second heat transfer rate may be determined.

[0077] In general, the second heat transfer rate may be from a prior program cycle. That is, the method of the present teachings may be repeated continuously in cycles while the heating device is operational. Accordingly, the average temperature of the heating device may be continuously monitored. By way of example, but not limitation, a cycle may be perfonned even’ 500 milliseconds or less. 400 milliseconds or less, or even 300 milliseconds or less. The average temperature determined according to the present teachings for a current cycle may be used in said dynamic temperature estimation, and the second heat transfer rate may be determined therefrom, and used in a subsequent program cycle of the method of the present teachings.Atorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025

[0078] The method may comprise estimating the average temperature of the heating device ultimately from the first and second heat transfer rates. A total heat transfer rate may be determined by summing the positive first heat transfer rate to the core material and the negative second heat transfer rate from the core material. The temperature change (AT) of the heating device during a cycle may be determined on the basis of the total heat transfer rate (2 Q). the thermal capacitance (C) of the core material, and the cycle time (At). y d Eq. A AT = ^- X At

[0079] Tire average temperature of the heating device may be determined by adding tire temperature change to the average temperature from the prior program cycle. Unless otherwise stated herein, upon startup of a vehicle, the temperature from the prior program cycle may be provided by the sensor described herein, understanding that prior to start-up the vehicle components are generally homogenized to the ambient cabin temperature.

[0080] Tire thermal capacitance may be a tunable value. That is, modified from an actual or measured value in order to beter model an actual or measured surface temperature. Tire thermal capacitance may be set as one of two values. One value may be associated with an occupied seat. One value may be associated with an unoccupied seat. Seat occupation may cause one or more layers of the system to compress, and thus the thermal capacitance may be affected. Accordingly, seat occupation may be sensed, as described herein, and the appropriate value may be used in the temperature change determination.

[0081] Tire method may comprise determining a power reduction factor. The power reduction factor may characterize the positive correlation between tire temperature of tire resistive material and a resistance of the resistive material. Due to this property, the effect of electrical power upon the first heat transfer rate is atenuated as the temperature of the heating device increases. It has been found that without the power reduction factor, the average temperature of the heating device tends to be overestimated, at least in some circumstances.

[0082] Tire power reduction factor may be based on a temperature of the resistive material. The temperature of the resistive material may be sensed by a temperature sensor. The temperature sensor may be in a thermally conductive relationship with the resistive material. The temperature sensor may be a negative temperature coefficient sensor. The power reduction factor may be determined from a constant scaling factor, an equation, or a lookup table. Preferably, tire power reduction factor may be determined from a lookup table. The first heat transfer rate may be adjusted (e.g., multiplied) by the power reduction factor.Atorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025

[0083] The method may comprise filtering the first heat transfer rate from the resistive material to the core material of the heating device. The filtering may pass values of the first heat transfer rate that are below a threshold and atenuate values of the first heat transfer rate that are at or above the threshold. In this regard, the filtering accounts for the thermal inertia of the resistive material. That is, the resistive material may increase in temperature slower than electrical power is increased, or vice versa. Tirus, in modelling temperature of the resistive material and electrical power, electrical power changes are typically step-wise, while temperature changes are typically smooth or gradual. Filtering may have a greater impact on the accuracy of the temperature estimations described herein during periods of greater change in electrical power supplied to the heating device.

[0084] Tire filtering may be via a low pass filter. The low pass filter may be a first order low pass filter. The gain of the low pass filter may be tunable. That is, the gain modified in order to beter model an actual or measured surface temperature.

[0085] Any of the method steps described herein may be performed by hardware, software, or any combination of these approaches. For example, a non-transitory memory storage device may store thereon instructions that when executed by a computing device result in performance according to any of the embodiments described herein.

[0086] The memory storage device may store one or more equations, one or more models, one or more lookup tables, calibration data, average temperature history, one or more constant scaling factors, one or more power reduction factors, one or more thermal capacitances, or any other data or variables discussed herein.

[0087] Tire method of the present teachings may be performed by any controller in a vehicle. Typically, the body control module may execute operations relating to climate systems, although tire present teachings contemplate that any existing vehicle controller may be utilized, as well as dedicated climate controllers.

[0088] The method may be perfonned for each individual heating device in the vehicle. As discussed hereinbefore, the vehicle may comprise a plurality of heating devices in one or more vehicle components. The method of the present teachings may be set as OFF for one or more of the heating devices. In this regard, a heating device may have a suitable sensor placement such that the method of the present teachings may not be necessary. For example, it has been found that often heating devices in door panels have sensor placement that provides for accurate surface temperature estimation.

[0089] In the event the method of the present teachings is set as OFF. the average temperature of the heating device may be set to the temperature as sensed by the temperature sensor described herein.

[0090] Turning now to the illustrative examples of the present teachings, the flow charts described herein do not imply a fixed order to tire steps, and the schematics herein do not imply a fixed arrangement ofAtorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025 elements. Embodiments of the present teachings may be practiced in any order or arrangement that is practicable, unless otherwise specified herein.

[0091] FIG. 1 is a flowchart of the method according to tire present teachings. The method may ultimately determine the average temperature of a heating device. The method includes an initiation step 100 followed by a step 110 to detennine whether the temperature estimation module is enabled. Tire present teachings envision that at least at times, the average temperature module may be disabled. Where the average temperature module is disabled, the method comprises a step 120 of seting the average temperature of the heating device (T(avg)) to the temperature (T(s)) sensed by a sensor on-board the heating device. The method terminates at step 130, and reverts to the initiation step 100. The foregoing may be referred to herein as a cycle.

[0092] When the average temperature module is enabled, at step 110, the average temperature of the heating device is obtained via a number of inputs and transformations of said inputs to provide an estimation that is comparatively more accurate than a raw input from a temperature sensor on-board the heating device. The method starts with a step 140 of determining a heat transfer rate (Q) from a resistive material to a core material, the heat transfer rate (Q) being a function of electrical power (P) provided to the heating device, and determined via a constant scaling factor, an equation, or a lookup table. The relationship between the heat transfer rate (<j) and electrical power (P) effectively relates to the efficiency of the resistive material.

[0093] At step 150, tire heat transfer rate (Q) of the resistive material to the core material is corrected with a power reduction factor (F), which is a function of tire temperature (T(s)) sensed by a sensor on-board tire heating device. The correction accounts for tire positive correlation of the resistance of the resistive material with the temperature of the resistive material.

[0094] At step 160, the corrected heat transfer rate (Q) of the resistive material to the core material is filtered, such as with a low pass filter. Such filter may model the thennal inertia of the resistive material.

[0095] At step 170. the total heat transfer rate (<j(tot)) is detennined in view of the filtered heat transfer rate (Q) of the resistive material to the core material and the heat transfer rate (Q) from the core material to a surface and / or another layer of the vehicle component. In other words, the total heat transfer rate (Q (tot) ) is a function of the heat input into tire core material and the heat output from the core material.

[0096] At step 180, tire temperature change (AT) of the core material is determined as a function of the total heat transfer rate (Q (tot)) and the thermal capacitance (C) of the core material.

[0097] At step 190, the average temperature (T(avg)) of the core material is determined as a function of the temperature change (AT) and an average temperature of the core material from a prior cycle. The average temperature (T(avg)) of tire core material may also be referred to herein as the average temperature of the heating device.Atorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025

[0098] At step 200, the method ends and reverts back to step 100. The progression of 100 to 200 may be referred to herein as a cycle.

[0099] FIG. 2 illustrates a system 210 according to the present teachings. The system 210 comprises an estimator module 220. The estimator module 220 functions to determine or estimate an average temperature of a heating device 230. It is understood that the estimator module 220 may be on-board any one or more controllers of the vehicle. In some aspects, the body control module may comprise the estimator module 220. In some aspects, a dedicated climate controller, such as one that is located on-board a vehicle component 240 (e.g., a seat) being thermally conditioned by the heating device 230, may comprise the estimator module 220. While the estimator module 220 is depicted as separate from the heating device 230, this is not intended to be limiting. In some aspects, the estimator module 220 may be on-board the heating device 230.

[0100] The electrical power (P) 260 delivered to from a power source 250 to the heating device 230 is signally communicated to the estimator module 220. The electrical power (P) 260 is provided as an input into a heat transfer rate module 270 and the heat transfer rate (Q) 280 from the resistive material to tire core material is determined, e.g., via a constant scaling factor, an equation, or a lookup table.

[0101] The heat transfer rate (Q) 280 is provided as an input to a correction module 290. The temperature (T(s)) 300 of the temperature sensor 310 on-board the heating device 230 is also provided as an input to the correction module 290. The correction module 290 determines a power reduction factor based on the temperature (T(s)) 300, e.g., via a constant scaling factor, an equation, or a lookup table, the power reduction factor characterizing a positive correlation between the temperature of the resistive material and a resistance of the resistive material. A corrected heat transfer rate (Q) 320, which is a function of the heat transfer rate (Q) 280 and the power reduction factor, is determined.

[0102] Tire corrected heat transfer rate (Q) 320 is provided as an input into a filter module 330. The filter module 330 determines a filtered heat transfer rate (Q) 340. The filter module 330 may be, e.g., a low pass filter that models the thermal inertia of tire resistive material.

[0103] The filtered heat transfer rate (Q) 340 is provided as an input into a total heat transfer rate module 350. Again, the filtered heat transfer rate (Q) 340 represents heat transferred from the resistive material to the core material. Also provided as an input into the total heat transfer rate module 350 is a heat transfer rate (<j(c)) 360 from the core material to a surface of and / or one or more layers of a vehicle component. Thus, from these inputs, a total heat transfer rate ( Q (tot)) 370 is determined. The heat transfer rate ( Q (c) ) 360 may be detennined by another module responsible for dynamic temperature estimations, as described herein. The input may be received directly from the other module, or from a memory storage device 380 (e.g., a non-transitory memory storage device).Atorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025

[0104] The total heat transfer rate (<j(tot)) 370 is provided as an input into a temperature change module 390. Also provided as an input is a thermal capacitance (C) 400 of the core material and a signal from an occupancy sensor 410. In this regard, the thermal capacitance (C) 400 may be selected from two values, one characterizing the vehicle component in a compressed state (e.g., when an occupant is seated upon a seat) and one characterizing the vehicle component in an uncompressed state (e.g., when a seat is unoccupied). The thermal capacitance (C) 400 may be stored on the memory storage device 380 (e.g., a non -transitory memory storage device). A temperature change AT 420 of the core material is a function of the total heat transfer rate (Q(tot)) 370 and tire thermal capacitance (C) 400.

[0105] The temperature change AT 420 of the core material is provided as an input into an average temperature module 430. Also provided as an input is a temperature (T(n-l)) 440 of the core material from the prior program cycle. The average temperature (T(avg)) 450 of the core material is a function of the temperature change AT 420 and the temperature (T(n-l)) 440. The temperature (T(n-l)) 440 is obtained from the memory storage device 380 (e.g., a non-transitory memory storage device). The average temperature (T(avg)) 450 is then stored in the memory storage device 380 (e.g., a non-transitory memory’ storage device).

[0106] FIG. 3 illustrates a climatized vehicle seat 500. The seat 500 comprises a heating device 510 (e.g., a heating mat), a material layer 520 (e.g., a foam layer), and a fabric layer 530, the fabric layer including a surface 540 upon which an occupant 550 sits. Heat generated by the heating device 510 is ultimately conducted to the surface 540.

[0107] As illustrated, a material layer 520 is disposed between the heating device 510 and tire surface 540. The present teachings contemplate more than one material layer 520 disposed therebetween, as well as no material layer 520 disposed therebetween.

[0108] FIG. 4 shows a graph of the estimated surface temperatures using the method of the present teachings compared to the estimated surface temperatures obtained without the method of the present teachings. Temperature (in Celsius) is presented on the Y-axis and time (in seconds) is presented on the X- axis. During a heating event, electrical power is provided to the resistive material causing the resistive material to increase in temperature, thereby causing the core material to increase in temperature, and thereby causing a surface to increase in temperature. In the trial shown, a temperature sensor is adapted to measure the resistive material and a temperature sensor is adapted to measure the surface. Thus, the actual resistive material temperature and the actual surface temperature, as sensed by the respective temperature sensors, are known. There is a latency between the temperature of the heating device and the temperature of the surface due to the rate of heat transfer therebetw een and material layers (e.g., foam) located between the heating device and the surface.Atorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025

[0109] The estimated surface temperature obtained from the estimated core temperature according to the present teachings tracks closer to the actual surface temperature compared to the estimated surface temperature obtained from the resistive material temperature.

[0110] It is understood that the above description is intended to be illustrative and not restrictive. The explanations and illustrations presented herein are intended to acquaint others skilled in the art with the invention, its principles, and its practical application.

[0111] Those skilled in the art may adapt and apply the invention in its numerous forms, as may be best suited to the requirements of a particular use. Many embodiments as well as many applications besides the examples provided herein will be apparent to those of skill in the art upon reading tire above description.

[0112] Accordingly , the specific embodiments of the invention set forth herein are not intended as being exhaustive or limiting of the teachings. The scope of the invention should, therefore, be determined not with reference to the above description, but should instead be determined with reference to tire appended claims, along with the full scope of equivalents to which such claims are entitled.

[0113] The omission in the following claims of any aspect of subject mater that is disclosed herein is not a disclaimer of such subject mater, nor should it be regarded that the inventors did not consider such subject mater to be part of tire disclosed inventive subject mater.

[0114] The disclosures of all articles and references, including patent applications and publications, are incorporated by reference for all purposes.

[0115] Plural elements or steps can be provided by a single integrated element or step. Alternatively, a single element or step might be divided into separate plural elements or steps.

[0116] Tire disclosure of “a” or “one” to describe an element or step is not intended to foreclose additional elements or steps.

[0117] The use of “about” or “approximately” in connection with a range applies to both ends of the range . Thus, “about 20 to 30” is intended to cover “about 20 to about 30.” inclusive of at least the specified endpoints.

[0118] Unless otherwise stated, all ranges include both endpoints and all numbers between the endpoints in increments of one unit provided that there is a separation of at least 2 units between any lower endpoint and any higher endpoint. As an example, if it is stated that the amount of a component, a property, or a value of a process variable such as, e.g., temperature, time, and the like is, e.g.. from 1 to 90, from 20 to 80, or from 30 to 70, it is intended that intermediate range values such as. e.g., 15 to 85, 22 to 68. 43 to 51, 30 to 32, etc., are within the teachings of this specification. Likewise, individual intermediate values are also within the present teachings.

[0119] For values which arc less than one, one unit is considered to be 0.0001, 0.001, 0.01, or 0.1 as appropriate. These are only examples of what is specifically intended and all possible combinations ofAtorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025 numerical values between the lowest endpoint and the highest endpoint enumerated are to be considered to be expressly stated in this application in a similar manner.

[0120] Tire term “consisting essentially of’ to describe a combination shall include the elements, components, or steps identified, and such other elements, components, or steps that do not materially affect the basic and novel characteristics of tire combination. Tire use of tire tenns “comprising” or “including” to describe combinations of elements, components, or steps herein also contemplates embodiments that consist essentially of the elements, components, or steps.

[0121] While the terms first, second, third, etc., may be used herein to describe various elements, components, regions, layers, and / or sections, these elements, components, regions, layers, and / or sections should not be limited by these temis. These temis may be used to distinguish one element, component, region, layer, and / or section from another region, layer, and / or section. Terms such as “first,” “second,” and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer, and / or section discussed below could be termed a second element, component, region, layer, and / or section without departing from the teachings.

[0122] Spatially relative terms, such as “inner,” “outer,” “beneath,” “below,” “lower,” “above,” “upper,” and the like, may be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the drawings. Spatially relative temis may be intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the drawings. For example, if the device in the drawings is turned over, elements described as “below” or “beneath” other elements or features would then be oriented “above” the other elements or features. Thus, the example term “below” can encompass both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

[0123] The terms “generally” or “substantially” to describe angular measurements may mean about + / - 10° or less, about + / - 5° or less, or even about + / - 1° or less. The terms “generally” or “substantially” to describe angular measurements may mean about + / - 0.01° or greater, about + / - 0.1° or greater, or even about + / - 0.5° or greater.

[0124] The temis “generally” or “substantially” to describe linear measurements, percentages, or ratios may mean about + / - 10% or less, about + / - 5% or less, or even about + / - 1% or less. Hie temis “generally” or “substantially” to describe linear measurements, percentages, or ratios may mean about + / - 0.01% or greater, about + / - 0.1% or greater, or even about + / - 0.5% or greater.

Claims

Atorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025CLAIMSWhat is claimed is:Claim 1. A method for estimating an average temperature of a heating device, the method comprising:(a) determining an amount of electrical power delivered to a resistive material of the heating device:(b) determining a first heat transfer rate from the resistive material to a core material of the heating device, the first heat transfer rate being a function of the electrical power;(c) determining a second heat transfer rate from the core material to a surface of and / or a layer of a thermally conditioned article; and(d) estimating the average temperature of the heating device ultimately from the first and second heat transfer rates.Claim 2. The method according to Claim 1, wherein the step (d) is carried out by: determining a total heat transfer rate of the core material based on the first and second heat transfer rates; determining a temperature change of the core material based on the total heat transfer rate and a thermal capacitance of the core material: and determining the average temperature by adding the temperature change to an average temperature of tire heating device from a prior program cycle.Claim 3. The method according to Claim 1 or Claim 2, further comprising, after the step (b): determining a power reduction factor as a function of a temperature of the resistive material, and adjusting the first heat transfer rate with the power reduction factor: and wherein the power reduction factor characterizes a positive correlation between the temperature of the resistive material and a resistance of the resistive material.Claim 4. The method according to Claim 3. wherein the temperature of the resistive material is sensed by a temperature sensor: and optionally wherein the temperature sensor is a negative temperature coefficient sensor.Claim 5. The method according to Claim 3 or Claim 4, wherein the power reduction factor is determined from a constant scaling factor, an equation, or a lookup table.Atorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025Claim 6. The method according to any one of Claims 3 through 5, wherein the thermal capacitance is selected from values respectively characterizing an occupied state and an unoccupied state of the thermally conditioned article.Claim 7. The method according to any one of the preceding claims, further comprising, after the step (b): filtering the first heat transfer rate from the resistive material to the core material of the heating device with a low pass filter modelling a thermal inertia of the resistive material.Claim 8. Tire method according to Claim 6 or Claim 7, wherein the low pass filter is a first order low pass filter.Claim 9. The method according to any one of Claims 6 through 8, wherein the low pass filter passes values of the first heat transfer rate that are below a threshold and atenuates values of the first heat transfer rate that are at or above the threshold.Claim 10. The method according to any one of the preceding claims, wherein the first heat transfer rate is determined from a constant scaling factor, an equation, or a lookup table.Claim 11. Tire method according to Claim 2, further comprising determining an occupancy status of the thermally conditioned article; and wherein the thermal capacitance is chosen from an occupied value and an unoccupied value.Claim 12. The method according to any one of the preceding claims, wherein the heating device is in the form of a mat.Claim 13. Tire method according to any one of tire preceding claims, wherein the resistive material is in the form of a ribbon, wire, or the like; and wherein the resistive material is a positive temperature coefficient material.Claim 14. The method according to any one of the preceding claims, wherein the core material is fabricated from fleece.Attorney Docket No.: 1774.068WO (T-RE-0055-WO)Filed Via USPTO.GOV on August 20, 2025Claim 15. The method according to any one of the preceding claims, wherein the thermally conditioned article is a vehicle component.Claim 16. Tire method according to Claim 15, wherein tire method is carried out by a vehicle controller, such as a body control module.Claim 17. The method according to any one of the preceding claims, wherein the thermally conditioned article is furniture.

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