CN114600057A

CN114600057A - Wireless system and method to generate a thermal comfort map for a vehicle

Info

Publication number: CN114600057A
Application number: CN202080054961.4A
Authority: CN
Inventors: A·唐加尼; R·C·贾亚拉姆; S·理查德森德
Original assignee: Saint Gobain Glass France SAS
Current assignee: Saint Gobain Glass France SAS
Priority date: 2019-07-05
Filing date: 2020-07-01
Publication date: 2022-06-07
Also published as: MA56471A; EP3994540A4; JP2022538918A; KR20220031055A; WO2021005617A8; EP3994540A1; WO2021005617A1

Abstract

A wireless system (100) to generate a thermal comfort map of a vehicle (102) includes a plurality of high-precision sensor devices (104) and a data acquisition device (106). The sensor device (104) is configured to simultaneously measure a plurality of parameters, such as air temperature, air velocity, relative humidity, black-sphere temperature, surface heat flux, solar radiation and net radiation. Preferably, at least one of the sensor devices (104) is embedded in a windshield of the vehicle (102). The data acquisition device comprises a transceiver unit (114), a storage unit (116) and an analysis unit (118). The data acquisition device is configured to calculate data including an average radiant temperature, an acting temperature, an equivalent temperature, a predicted average thermal sensation indicator (PMV), and a predicted dissatisfaction percentage (PPD) based on the parameters and generate a thermal comfort map of the vehicle (102) based on the calculated data and the measured parameters.

Description

Wireless system and method to generate a thermal comfort map for a vehicle

Technical Field

The present disclosure relates to systems and methods for generating a thermal comfort map for a vehicle. More particularly, this patent disclosure relates to wireless systems to control or modify HVAC systems to achieve thermal comfort with energy saving energy consumption.

Background

The background description includes information that may be helpful in understanding the present disclosure. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed disclosure, nor that any document that is specifically or implicitly referenced is prior art.

Vehicles have become an indispensable part of daily life. People spend more time in a car due to the increased mobility. This has raised more concern about the comfort of occupants in the vehicle. The four primary comfort levels for the occupant are thermal, visual, acoustic, and air quality comfort levels. Of all comfort levels, thermal comfort is of paramount importance to the occupants of the vehicle, as thermal comfort mainly affects the health and performance of the occupants. Many health problems due to excessive temperatures in vehicles are reported every year.

Thermal comfort is a psychological state that represents satisfaction with the thermal environment. Thermal comfort is a subjective term defined by multiple senses and is derived by all factors that affect the thermal condition experienced by the occupant. The perceived sensation of heat is different under the same conditions, since humans are different. This means that the environmental conditions required to achieve comfort are not the same for every person.

Traditionally, methods and systems for assessing, monitoring or measuring thermal comfort in a vehicle involve measuring the air temperature at head and foot heights using sensors. The primary purpose of such measurements is to determine the speed at which the temperature will increase or decrease in a cold or warm vehicle. Another object is to investigate the difference between the temperature at foot height and at head height and additionally determine when the temperature reaches a thermal comfort level.

However, the above method has a disadvantage in that only one or two of the required parameters related to thermal comfort are measured. For example, conventional methods only measure air temperature. By measuring only the air temperature, any effects of air velocity, radiation (cold or hot), relative humidity and surface temperature are ignored, and the measurement may lead to erroneous conclusions.

Today, efforts are being made to estimate the thermal comfort in a vehicle by measuring each environmental parameter. There are several evaluation methods to measure the thermal comfort taking into account all environmental parameters. Such methods are outlined in the international organization for standardization (ISO) standards, the American National Standards (ANSI), and european standards. The main thermal comfort standards are ISO7730, ANSI/ASHRAE standard 55 and EN 1525. In general, all thermal comfort criteria are based on methods that estimate thermal comfort using a combination of air temperature, average radiant temperature, relative humidity, and air velocity. There is a large correlation between all these parameters. Thermal comfort may be obtained by correlating all these parameters.

Another key thing to remember is that the assessment of thermal comfort in a vehicle is much more complex than in a building. Although more environmental parameters are considered for thermal comfort, a disadvantage of the above approach is that factors affecting environmental parameters in the vehicle are seldom considered. The window glass area of the vehicle is large compared to the cab surface. The sunlight incident from the window glass largely affects the thermal environment of the vehicle. The orientation of the vehicle relative to the position of the sun is also changing. The thermal environment in a vehicle is therefore also dependent on the solar radiation incident through the window or windscreen. Furthermore, since vehicles are more compact than buildings, the thermal environment within the vehicle is also largely dependent on the surface temperature and heat flux of the seats, steering wheel, dashboard, windshield and windows.

In addition to methods and systems for measuring, monitoring, and evaluating thermal comfort within a vehicle interior, there have been some studies relating to controlling HVAC systems using thermal comfort studies. Patent US5988517 describes an HVAC control system that utilizes a thermal comfort model to achieve thermal control. The thermal comfort model is calculated using the interior temperature, the set point temperature, the ambient temperature, and the solar illuminance. One disadvantage is that the thermal comfort model disclosed in US5988517 does not take into account all environmental parameters that affect the thermal scene of the vehicle. Therefore, using a thermal comfort model that only considers a few parameters is erroneous and will also lead to erroneous conclusions. Such models would adjust the HVAC system to maximize cooling or heating. This will then further lead to a large waste of energy.

Furthermore, current thermal comfort systems for vehicle interiors comprise sensors to measure parameters, computing means with software to analyze the parameters to assess thermal comfort, and display means to visualize the thermal comfort. Real-time analysis and multi-point analysis require such systems. Currently, sensors, computing devices, and display devices are kept in close proximity to assess and visualize thermal comfort. An operator monitoring thermal comfort must be in the vicinity of the system visualizing the thermal comfort. Therefore, such systems have limitations in the measurement and visualization of thermal comfort when the vehicle is running or when the vehicle is moving from one location to another.

Furthermore, the sensor, the computing means and the visualization means are connected by physical wires. Physical wires in a vehicle can cause many annoyances to occupants within the vehicle. Due to the above facts, such a system is neither occupant-friendly nor operator-friendly.

Therefore, there is a need for an accurate assessment of the thermal comfort of a vehicle taking into account all environmental factors that affect the thermal condition of the vehicle. In addition, there is a need to control the HVAC system of a vehicle using accurate energy-saving thermal comfort values. In addition, there is a need for a wireless thermal comfort measurement system that is friendly to both the occupant and the operator.

Disclosure of Invention

The present disclosure provides a wireless system to generate a thermal comfort map of a vehicle, the wireless system including a plurality of high precision sensor devices and a data acquisition device. The sensor device is configured to measure a plurality of parameters such as air temperature, air velocity, relative humidity, black ball temperature (globe), surface temperature, surface heat flux, solar radiation, and net radiation simultaneously. Preferably, at least one of the sensor devices is embedded in the windshield of the vehicle. The data acquisition device comprises a transceiver unit, a storage unit and an analysis unit. The data acquisition device is configured to calculate data including an average radiant temperature, an action temperature, an equivalent temperature, a Predicted Mean Volume (PMV), and a Predicted dissatisfaction percentage (PPD) based on the parameters, and generate a thermal comfort map of the vehicle based on the calculated data and the measured parameters.

According to another aspect, the present disclosure provides a wireless system to generate visual comfort, acoustic comfort, and air quality comfort maps for a vehicle. The system includes at least one of the sensor devices configured to measure at least one of the parameters including air quality, light, and noise. Preferably, at least one of the sensor devices is embedded in the windshield of the vehicle. The data acquisition device is configured to calculate at least one of data including light intensity, sound level, and amount of Volatile Organic Compounds (VOCs) in the air based on the parameters, and generate at least one of a visual comfort map, an acoustic comfort map, and an air quality comfort map of the vehicle based on the calculated data.

According to another aspect, the present disclosure provides a method of determining a thermal comfort level of a vehicle. The method includes first determining a designated area in the vehicle for mounting a plurality of sensor devices. At least one of the sensor devices is embedded in the windshield of the vehicle. A plurality of parameters of the vehicle are then measured simultaneously by a plurality of sensor devices located in the vehicle, wherein the parameters include, but are not limited to, air temperature, air speed, relative humidity, black ball temperature, surface heat flux, solar radiation, and net radiation. The parameters are then wirelessly transmitted by a plurality of sensor devices. The parameters are then received wirelessly by the transceiver unit of the data acquisition device. The parameters are then stored by a storage unit of the data acquisition device. The parameters are then analyzed by an analysis unit of the data acquisition device, including calculating data based on the parameters, such as mean radiant temperature, action temperature, equivalent temperature, predicted mean thermal sensation indicator (PMV), and predicted dissatisfaction percentage (PPD). A thermal comfort map of the vehicle is then generated based on the calculated data and the measured parameters. Finally, the thermal comfort map is utilized to control an HVAC system operating plan of the vehicle or to modify a design of an HVAC system of the vehicle to achieve a thermal comfort with energy saving and consumption.

Drawings

Embodiments are shown by way of example and not limited to the accompanying figures.

FIG. 1 is a block diagram of a wireless system to generate a thermal comfort map of a vehicle according to the present disclosure;

FIG. 2 is a block diagram of a data acquisition device according to one of the embodiments of the present disclosure;

FIG. 3 is an example thermal comfort map of a vehicle based on a calculated average radiant temperature;

FIG. 4 is a block diagram of a wireless system to generate a thermal comfort map for a vehicle according to one of the embodiments of the present disclosure;

FIG. 5 is a block diagram of a data acquisition device according to one of the embodiments of the present disclosure;

figure 6 is a graph illustrating an exemplary comfort level based on a PMV bar graph indicating numerical values for the comfort level between hot and cold according to one of the embodiments of the present disclosure;

FIG. 7 is a flow chart for determining a thermal comfort level of a vehicle according to one of the embodiments of the present disclosure;

FIG. 8 is a flow chart for controlling an HVAC system of a vehicle to achieve thermal comfort using a thermal comfort map in accordance with one of the embodiments of the present disclosure;

FIG. 9A is an exemplary thermal asymmetry of a vehicle based on an air temperature distribution;

FIG. 9B is an exemplary thermal asymmetry of a vehicle based on an air temperature profile;

FIG. 10 is a flow chart of predicting an energy saving thermal comfort according to one of the embodiments of the present disclosure;

FIG. 11 is a flow chart of predicting cost-effective thermal comfort according to one of the embodiments of the present disclosure;

FIG. 12 is a graph illustrating an example data plot of an effect temperature;

FIG. 13 is a graph illustrating an example data plot of mean radiant temperature;

FIG. 14 is a graph illustrating an example data plot of equivalent temperature;

FIG. 15 is a graph illustrating an example data plot of a PMV;

FIG. 16 is a graph illustrating an example data plot for PPD;

FIG. 17 is a graph illustrating an example data plot of thermal asymmetry;

FIG. 18 is a contour plot illustrating an example data plot of operating temperature during shutdown;

FIG. 19 is a contour plot illustrating an example data plot of an effect temperature during cool down;

FIG. 20 is a contour plot illustrating an example data plot of average radiant temperature during shutdown;

FIG. 21 is a contour plot illustrating an example data plot of average radiant temperature during cool down;

FIG. 22 is a contour plot illustrating an example data plot of equivalent temperature during shutdown;

FIG. 23 is a contour plot illustrating an example data plot of equivalent temperature during cool down;

FIG. 24A illustrates a thermal cut-off, an operating temperature of the vehicle interior, and energy consumption required to maintain a desired temperature of the vehicle interior;

FIG. 24B illustrates an example of a cost-effective thermal comfort model;

FIG. 25 illustrates an example of HVAC loading of an automobile cab for different sets of window panes;

FIG. 26 illustrates a thermal asymmetry diagram for a vehicle for different sets of windowpanes;

skilled artisans appreciate that elements in the figures are illustrated for simplicity and clarity and have not necessarily been drawn to scale. For example, the dimensions of some of the elements in the figures may be exaggerated relative to other elements to help improve understanding of various embodiments of the present disclosure.

Detailed Description

The present disclosure will now be discussed in more detail with reference to the drawings accompanying this application. In the drawings, like and/or corresponding elements are denoted by like reference numerals.

For convenience, the following provides meanings of certain terms and phrases used in the present disclosure. In the event that there is a significant difference in the usage of terms in other parts of the specification from the definitions provided in this section, the definitions in this section prevail.

Definition of

Thermal comfort-thermal comfort is a mental state expressed by a thermal environment and is evaluated by subjective evaluation. Thermal comfort is a subjective term defined by multiple senses and is derived by means of all factors that affect the thermal conditions experienced by the occupant (secured), so it is difficult to give a general definition of this concept.

Thermal comfort map-a thermal comfort map is a 3D thermal image depicting a distribution of at least one of data (average radiant temperature, acting temperature, equivalent temperature, predicted average thermal sensation indicator (PMV), and predicted dissatisfaction percentage (PPD)) and/or parameters (air temperature sensor, air speed sensor, relative humidity sensor, black ball temperature sensor, surface heat flux sensor, net radiant sensor, and solar radiant sensor) or a combination of data and/or parameters across different components of a vehicle.

Air temperature-air temperature is defined as the average temperature of the air surrounding the body, which is related to location and time. The air temperature may be measured by, but is not limited to, IR radiation sensors, IR cameras, resistance temperature detectors, and thermocouples.

Air velocity-air velocity is defined as the average velocity of air to which the body is exposed, which is related to location and time.

Relative humidity — Relative Humidity (RH) is defined as the ratio of the amount of water vapor in air to the amount of water vapor that air can hold at a particular temperature and pressure.

Black ball temperature-Black ball temperature is the temperature of a black ball thermometer (globe thermometer). A black-bulb thermometer is a device used in thermal comfort, primarily for estimating the average radiation temperature.

Surface temperature-surface temperature is the temperature of a surface, such as a steering wheel, a seat, an instrument panel, a window, a windshield, a headrest, a floor, a roof, or an airbag. The surface temperature may be measured by, but is not limited to, IR radiation sensors, IR cameras, resistance temperature detectors, and thermocouples.

Surface heat flux-surface heat flux is the amount of thermal energy that passes through some surface, such as a steering wheel, a seat, an instrument panel, a window, a windshield, a headrest, a floor, a roof, or an airbag.

Solar radiation-solar radiation is the power per unit area (watts per square meter, W/m) received from the sun in the form of electromagnetic radiation²) As reported in the wavelength range of the measurement instrument. Solar irradiance is typically integrated over a given time period to report the radiant energy (joules per square meter, J/m) emitted into the ambient environment over that time period²). This integrated solar irradiance is referred to as solar irradiance, solar insolation, or insolation.

Net radiation-Net radiation is the heat received per unit area (Watts per square meter, W/m) on a surface such as a steering wheel, seat, dashboard, window, windshield, headrest, floor, ceiling, or airbag²)。

Average radiant temperature — average radiant temperature is the uniform temperature of an imaginary black enclosure, which causes the same heat loss radiated by the occupant as an actual enclosure. The average radiation temperature represents the average temperature of all objects around the occupant (e.g., a steering wheel, a seat, an instrument panel, a window, a windshield, a headrest, a floor, a ceiling, or an airbag), and the black ball sensor (globe) temperature. The average radiation is calculated by using the following equation (ISO 7726 standard):

wherein, T_rIs the mean radiant temperature, T_iIs the surface temperature of the surrounding surface i, and F_p-iIs the viewing angle factor between the person and the surface i.

The average radiant temperature can also be estimated using the black ball sensor temperature by the equation (ISO 7726 standard):

wherein MRT is the mean radiant temperature (. degree. C.), GT is the black sphere temperature (. degree. C.), v_aIs the air velocity (m/s) at the height of the black sphere, e is the emissivity (dimensionless) of the black sphere, D is the diameter (m) of the black sphere, T is the diameter (m) of the black sphere_aIs the air temperature (. degree. C.).

Action Temperature-action Temperature is the combined effect of air and mean radiant Temperature, which can be measured directly by using an unheated black-ball Temperature sensor.

The action temperature was calculated using the following equation (CSN EN ISO 773):

t₀＝t_a+(1-a)×(t_r-t_a)

wherein alpha is_c、α_r[Wm^-2 K^-1]Heat transfer coefficients for convection and radiation, respectively, on the body surface; t is t_a、t_r[℃]Air temperature and mean radiant temperature, respectivelyAnd (4) degree.

Equivalent temperature — equivalent temperature represents the combined effect of air velocity, air temperature, and average radiant temperature. The equivalent temperature is the temperature of the homogeneous space in the case where its average radiation temperature is equal to the air temperature and zero air velocity, where the occupants exchange the same heat loss by convection and radiation as in the actual condition evaluated. This represents the average of the air temperature and the average radiant temperature weighted by the convective and radiant heat transfer coefficients, respectively, of the occupant. For ambient air velocities below 0.1m/s, the equivalent temperature uses the same calculation as the action temperature. For values of ambient air velocity greater than 0.1m/s, the equivalent temperature is expressed as a function of air temperature, average radiant temperature, air velocity and thermal resistance of the garment. The equivalent temperature has a certain relationship with the air velocity, the air temperature and the average radiation temperature, as in the following equation (ISO 14505):

for v_a＜0.1m/s，T_eq＝0.5×(T_a+T_r)

For v_a＞0.1m/s，

Wherein, T_eqIs the equivalent temperature, T_aIs the air temperature, T_rIs the mean radiant temperature, v_aIs the air velocity, I_clIs the thermal resistance of the garment.

PMV/PPD-thermal comfort was analyzed by PMV (predicted mean thermal sensation index) and thermal discomfort by PPD (predicted percentage dissatisfaction). PMV and PPD have entered international standards ISO7730 and ASHRAE standard 55 for measuring thermal comfort and thermal discomfort. PMV and PPD are based on the interaction between the human body and the environment described by the thermal equilibrium equation. The PMV-PPD takes into account six factors including the activity level of the person, hot clothes, air temperature, average radiation temperature, air velocity and relative humidity to satisfy the conditions of the body's heat balance equation. The PMV index is given by the following formula (ISO 14505):

PMV＝[0.303×exp^0.306M+0.028]×(M-W)-3.05×10^-5×[5733-6.99×(M-W)-P_a]-[0.42×(M-W)-58.15]-[1.7×10^-5×M×(5867-P_a)]-[0.0014×M×(34-T_a)]-[3.96×10^-8×f_c1×(T_c1+273)⁴]-(T_r+273)⁴-[f_cl×h_c×(T_cl-T_a)]

wherein M represents the metabolic rate (W/M)²) W is mechanical work (W/m)²)，f_clIs the area factor of the clothes, h_cIs the convective heat transfer coefficient (W/m)²)，T_rIs the mean radiant temperature (. degree. C.), P_aAnd T_aAmbient vapor pressure and temperature, respectively, in kPa and c, respectively. The inputs required to calculate the PMV value are air temperature, average radiant temperature, air velocity, relative humidity, metabolic rate and clothing insulation. A PMV value of zero indicates that the body is in thermal equilibrium. A PMV in the range of +0.5 to-0.5 is acceptable for thermal comfort.

PPD is related to PMV as given by the following formula (ISO 7730):

PMV also describes a seven-point PMV value scale to determine a quantitative relationship between the thermal balance equation and the thermal comfort of the human body. Values for the PMV index range from-3 to +3 (-3: cold, -2: cold, -1: slightly cold, 0: neutral, 1: slightly warm, 2: warm, 3: hot).

Thermal asymmetry-thermal asymmetry is the difference in measured parameters (air temperature, air speed, relative humidity, black-sphere temperature, surface heat flux, solar radiation, and net radiation) or calculated data (average radiant temperature, applied temperature, equivalent temperature, predicted average heat sensation indicator (PMV), and Predicted Percentage Dissatisfaction (PPD) in any two locations in a vehicle.

Energy saving thermal comfort-energy saving thermal comfort is a trade-off between calculated data (average radiant temperature, acting temperature, equivalent temperature, predicted average thermal sensation indicator (PMV), and predicted dissatisfaction percentage (PPD)) and energy consumption to operate an HVAC system, where the trade-off refers to finding set point values for the HVAC system to reduce energy consumption while maintaining thermal comfort within an optimal data range.

Cost-effective thermal comfort-cost-effective thermal comfort is a trade-off between the performance of the vehicle's window glass and the cost to run the HVAC system, where the trade-off refers to finding the set point value of the HVAC system to achieve cost-effectiveness while maintaining the thermal comfort within an acceptable data range.

Fig. 1 is a block diagram illustrating a system of the present disclosure. In fig. 1, a system 100 to generate a thermal comfort map of a vehicle 102 is provided, the system 100 generally including a plurality of sensor devices 104 and a data acquisition device 106. The sensor device 104 and the data acquisition device 106 are coupled via wireless communication. The wireless communication uses a short-range wireless communication protocol or a long-range wireless communication protocol. Some short-range technologies include, but are not limited to, bluetooth, ieee802.1l Wireless Local Area Network (WLAN), Wireless Universal Serial Bus (WUSB), Ultra Wideband (UWB), ZigBee (ieee802.15.4, ieee802.15.4a), infrared, Radio Frequency Identification (RFID), and Near Field Communication (NFC) technologies. Some long-range wireless technologies include, but are not limited to, GSM, long-range RF, and Wi-Fi.

The high-precision sensor device 104 measures multiple parameters simultaneously. These sensor devices 104 include air temperature sensors, air velocity sensors, relative humidity sensors, black ball temperature sensors, surface heat flux sensors, net radiation sensors, and solar radiation sensors. For ease of illustration, a single block is used throughout the figures to depict multiple sensor devices 104. The parameters measured by these sensor devices 104 are air temperature, air velocity, relative humidity, black-ball temperature, surface heat flux, solar radiation and net radiation. The placement of the sensor device 104 is a very important factor that can affect the measurement of the parameter. The sensor device 104 is positioned at a designated area in the vehicle 102. In some embodiments, the sensor device 104 is positioned on a steering wheel, a seat, an instrument panel, a window, a windshield, a headrest, a floor, a roof, or an airbag of the vehicle 102. At least one or more sensor devices 104 are preferably embedded in the windshield of the vehicle 102 to measure the temperature of the windshield. The sensor devices 104 preferably embedded in the windshield are surface temperature sensors, surface heat flux sensors, net radiation sensors and solar radiation sensors. Since the area of the window glass of the vehicle 102 is large compared to the surface of the vehicle compartment, the sunlight incident from the windshield greatly affects the thermal environment of the vehicle 102. Therefore, it becomes important to measure the temperature of the windshield of the vehicle 102. The sensor device 104 is positioned in the vehicle 102 at head, breathing, foot, or knee height relative to the occupant to measure various parameters. Other key factors related to the positioning of the sensor device 104 in the vehicle 102 are the size, trim, schedule (schedule) and time of day of the vehicle 102. For example, more sensor devices 104 must be placed in the SUV than in a hatchback vehicle because the length of the SUV is longer. In addition, the interior is also different. Hatchback vehicles do not have much space in the trunk, and thus placement of the sensor device 104 can be a challenge. However, the SUV has a larger trunk at the rear. More sensor devices 104 may be positioned in the trunk of the SUV. Likewise, the schedule and time of day of the vehicle 102 also affects the placement of the sensor devices 104. The schedule of the vehicle 102 is defined as whether the vehicle 102 is at rest and unoccupied, at rest and occupied, or in a driving mode. More sensor devices 104 measuring air speed are positioned during the travel mode than when the vehicle 102 is in the stationary mode. The time of day also affects the thermal environment. More sensor devices 104 are required to measure solar radiation and heat flux during the day than during the night. The sensor device 104 may also store the measured parameters.

The sensor device 104 comprises a transceiver unit, a controller unit and a power unit. The transceiving unit comprises at least one antenna for wireless communication. The sensor device 104 communicates the measured parameter to the data acquisition device 106. The data acquisition device 106 is configured to calculate the following data based on the parameters measured by the sensor device 104: the data includes mean radiant temperature, action temperature, equivalent temperature, predicted mean thermal sensation indicator (PMV), and predicted dissatisfaction percentage (PPD).

The data acquisition device 106 then generates a thermal comfort map of the vehicle 102 based on the calculated data and the parameters measured by the sensor device 104. The thermal comfort map is a distribution of at least one or a combination of the following data and the following parameters on the vehicle 102: the data includes an average radiant temperature, an action temperature, an equivalent temperature, a predicted average heat sensation indicator (PMV), and a predicted dissatisfaction percentage (PPD), and the parameters include an air temperature sensor, an air velocity sensor, a relative humidity sensor, a black ball temperature sensor, a surface heat flux sensor, a net radiant sensor, and a solar radiant sensor.

Fig. 2 illustrates a block diagram of the data acquisition device 106. The data acquisition arrangement 106 comprises a transceiver unit 114, a storage unit 116 and an analysis unit 118. The data acquisition device 106 is configured to transmit, receive, store, and analyze parameters. The data acquisition device 106 performs multipoint real-time calculation on the data. The data acquisition device 106 is a wireless device. The transceiver unit 114 is used for transmission and reception. The transceiver unit 114 receives parameters measured by the sensor device 104 (not shown). The transceiver unit 114 communicates the parameters measured by the sensor device 104 (not shown) to the storage unit 116. The transceiver unit 114 comprises at least one antenna for wireless communication. The storage unit 116 stores the parameters received by the transceiver unit 114. The analysis unit 118 uses the parameters stored in the storage unit 116 and calculates data including an average radiation temperature, an acting temperature, an equivalent temperature, a predicted average thermal sensation indicator (PMV), and a predicted dissatisfaction percentage (PPD). The analysis unit 118 uses the calculated data and the parameters measured by the sensor device 104 (not shown) to generate a thermal comfort map of the vehicle 102 (not shown). Transceiver unit 114 communicates with analysis unit 118 using a protocol, but the protocol is not limited to SPI, I2C, and UART. Preferably, in some embodiments, the storage unit 116 of the data acquisition device 106 may also store the thermal comfort map generated by the analysis unit 118.

In an embodiment, each of the sensor device 104 and the data acquisition unit 106 includes a power unit. The power unit is a battery or an external power source. The power unit also includes a low power management unit for efficient power distribution.

The thermal comfort map is a 3D or 2D representation that depicts a distribution of at least one of data (average radiant temperature, active temperature, equivalent temperature, predicted average thermal sensation indicator (PMV), and predicted dissatisfaction percentage (PPD)) and/or parameters (air temperature sensor, air speed sensor, relative humidity sensor, black ball temperature sensor, surface heat flux sensor, net radiation sensor, and solar radiation sensor) or a combination thereof across different components of the vehicle 102. The 2D or 3D image includes a graphical or textual representation in the form of an image, graph, table, or contour. Fig. 3 shows a thermal comfort diagram of the vehicle 102 in the form of a thermal image. FIG. 3 presents an exemplary thermal comfort map based on a distribution of average radiant temperatures over different areas in the vehicle 102. Likewise, a thermal comfort map to visualize the distribution of any of the calculated data and measured parameters of the vehicle 102 may be generated.

FIG. 4 is a block diagram illustrating one embodiment of a system 100 of the present disclosure. In fig. 4, a system 100 to generate a thermal comfort map of a vehicle 102 includes a plurality of sensor devices 104, a data acquisition device 106, a display unit 108, a remote portable device 110, and a remote server 112. The sensor device 104, the data acquisition device 106, the display unit 108, the remote portable device 110, and the remote server 112 are coupled via wireless communication. The data acquisition device 106 is coupled to a display device 108. Note that display device 108 is integrated into vehicle 102 and/or is a remote portable device 110. The display device 108 is integrated into the dashboard, windshield, or rear of the seat of the vehicle 102. The data collection device 106 may be paired with multiple remote portable devices 110 simultaneously. The remote portable device 110 is a handheld device or a wearable device, such as a computer, a cell phone, a laptop, a tablet, a smart watch, or AR glasses. The remote portable device 110 may also control the data acquisition device 106. The remote portable device 110 may include a graphical user interface to control the data acquisition device 106. In an example, the remote portable device 110 may be used to "turn on" or "turn off" the HVAC system of the vehicle to achieve an optimal temperature. A user may send command signals to the HVAC system prior to entering the vehicle to optimize thermal comfort within the vehicle.

The graphical user interface is a software application or a web dashboard. The data acquisition device 106 may be controlled by user input in the form of voice commands. The graphical user interface uses a structured programming language to perform the selections given by the user in the interface in the form of voice commands. Further, in some embodiments, system 100 also includes remote server 112. Remote server 112 has processing capabilities. The remote server 112 is connected to the data acquisition device 106. The data collection device 106, the sensor device 104, and the remote portable device 110 include, but are not limited to, an eSim module or a Wifi module or a bluetooth or Lora module that facilitate establishing communication between the data collection device 106, the sensor device 104, the remote portable device 110, and the remote server 112. The data acquisition device 106 transmits the parameters measured by the sensor devices 104, the calculated data, and the heatmap to the remote server 112. Alternatively, the remote server 112 is connected to the sensor device 104. The remote server 112 is configured to store parameters measured by the sensor devices 104. The remote server 112 also calculates data based on parameters measured by the sensor device 104, such as mean radiant temperature, applied temperature, equivalent temperature, predicted mean thermal sensation indicator (PMV), and predicted dissatisfaction percentage (PPD). In addition, remote server 112 also generates and stores a thermal comfort map based on the calculated data and the parameters measured by sensor devices 104. Alternatively, the remote server 112 is connected to the remote portable device 110. Alternatively, each of the sensor device 104, the data acquisition device 106, and the remote portable device 110 includes an edge computing unit. The edge computing unit limits the information sent by each of the sensor device 104, the data acquisition device 106, and the remote portable device 110 to the remote server 112. This helps to reduce the storage space of the remote server 112.

Fig. 5 is a block diagram of the data acquisition device 106 according to one of the embodiments of the present disclosure. The data acquisition device 106 includes a transceiver unit 114, a storage unit 116, an analysis unit 118, a display unit 108, a global positioning device 120, and a timer circuit 122. In some embodiments, the data collection device 106 includes a geographic location device 120 to detect the geographic location of the vehicle 102 (not shown). The geographic location device 120 of the vehicle 102 is preferably a Global Positioning System (GPS). Optionally, the geographic location device 120 is disposed in the vehicle 102 itself. In other words, the geo-location device 120 is not included in the data collection device 106. Provided that in this case the geo-location device 120 is connected to the data collection device 106. The geographic location device 120 may provide a real-time geographic location of the vehicle 102 (not shown). The analysis unit 118 may combine the thermal comfort map of the vehicle 102 with the geographic location to generate a thermal comfort map of the vehicle 102 (not shown) at a particular geographic location. For example, a thermal comfort map may be generated for a particular route of the vehicle 102 (not shown). The combination of the real-time geographic location of the vehicle 102 and historical data regarding the sun's path provides enhanced accuracy for the thermal comfort map. In some embodiments, the thermal comfort map and the geographic location of the vehicle 102 are stored in the storage unit 116. In some embodiments, the data acquisition device 106 includes a timer circuit 122. The timer circuit 122 provides the date and time. The analysis unit 118 may combine the thermal comfort map with the time and date. The data collection device 106 may continually update the thermal comfort map of the vehicle 102 based on the date, time, and geographic location of the vehicle 102 (not shown). In some implementations, the geo-location device 120 also provides the position of the vehicle 102. The combination of the real-time geographic location, date, time, and orientation of the vehicle 102 and historical data about the sun path provides enhanced accuracy for the thermal comfort map. Optionally, the data acquisition device 106 is connected to an Electronic Control Unit (ECU) of the vehicle 102 to control various functions, such as, but not limited to, HVAC control, opening and closing of window panes, activation and deactivation of IR/visual/UV-regulated window panes, and the like.

In an embodiment, the display device 108 and the remote portable device 110 may display parameters, data, a thermal comfort map, a geographic location, a time, and a date of the vehicle 102.

The thermal comfort map is used to control an HVAC system operating plan of the vehicle 102 or to modify a design of the HVAC system of the vehicle 102 to achieve a thermal comfort that is energy efficient and cost effective. In some embodiments, the system 100 may control the HVAC system by utilizing the following thermal comfort map: the thermal comfort map takes into account data such as average radiant temperature, action temperature, equivalent temperature, predicted average heat sensation indicator (PMV), and predicted dissatisfaction percentage (PPD), as well as parameters such as air temperature, air velocity, relative humidity, black ball temperature, surface heat flux, solar radiation, and net radiation. In one embodiment, the visualization of the thermal comfort map may enable one to see where setpoint adjustments may be made in the HVAC system.

In an alternative embodiment, the data acquisition device 106 includes one or more of the sensor devices 104 as an integrated system. The integrated system reduces the complexity of hardware and communications in the data acquisition system 106 when the sensor device 104 is placed in close proximity or near the data acquisition device 106. For sensor devices 104 (such as net radiation sensors, black ball radiation sensors) where the measured parameter requires some computation by the data acquisition device 106, it is preferably integrated into the data acquisition device 106 to improve transmission rates, reduce overall size, and enhance portability. In such an embodiment, the data acquisition device 106 would still include a transceiver unit 114 for communicating with the external wireless sensor devices 104 and the remote server 112.

In an embodiment, the analysis unit 118 of the data collection device 106 may optionally predict an energy-efficient thermal comfort and a cost-effective thermal comfort of the vehicle 102. The energy-conserving thermal comfort or cost-effective thermal comfort is for controlling an HVAC system operating plan of the vehicle 102 or modifying a design of an HVAC system of the vehicle 102 to achieve the energy-conserving energy-consuming or cost-effective thermal comfort.

The comfort of the occupant is not only affected by thermal comfort, but also by other comfort such as visual comfort, acoustic comfort and air quality comfort. In other embodiments of the present disclosure, the system 100 may measure all four basic factors that affect the comfort of an occupant in the vehicle 102, including visual comfort, acoustic comfort, and air quality comfort. The system 100 also includes an arrangement to generate a visual comfort map, an acoustic comfort map, and an air quality comfort map for the vehicle 102. The sensor device 104 is further configured to measure at least one of the parameters including air quality, light, and noise. The sensor device 104 includes a light sensor, a noise sensor, a rain sensor, and a Volatile Organic Compound (VOC) sensor. The data acquisition device 106 is optionally configured to calculate at least one of data including light intensity, sound level, and amount of Volatile Organic Compounds (VOCs) in the air based on the parameters measured by the sensor device 104. The data acquisition device 106 generates at least one of a visual comfort map, an acoustic comfort map, and an air quality comfort map of the vehicle 102 based on the calculated data.

According to an exemplary embodiment, the data acquisition system may communicate with a remote server to determine air quality within the vehicle and further provide notifications regarding maintenance to the HVAC based on the measured parameters. In addition, the data acquisition system may be triggered by a humidity sensor to detect rain and optimize thermal comfort values within the vehicle. The data acquisition system may be configured to provide notification of an HVAC system failure or an engine failure. Data from the data acquisition system may be used for vehicle diagnostics to assess HVAC operation of the vehicle, the effect of different glazings on the vehicle, the effect on the temperature profile of the vehicle, and thermal asymmetry values for different types of glazings.

The present disclosure may also include the assessment and visualization of comfort levels. The thermal comfort map may provide a comfort level for the vehicle 102. For example, a thermal comfort map based on the calculated PMV may provide comfort levels as shown in fig. 6. The data acquisition device 106 may be involved in estimating the comfort level based on the thermal comfort map. Comfort levels are defined as "comfortable-neutral", "uncomfortable-slightly warm", "uncomfortable-hot", "uncomfortable-" very hot "," uncomfortable-cool "and" uncomfortable-cold ". The alarm alerts the occupant of the comfort level in the vehicle 102. In some alternative embodiments, the data collection device 106 or the remote server 112 is adapted to provide a comfort level alert to the display device 108 and/or the remote portable device 110.

Fig. 7 is a flow chart for determining the thermal comfort of the vehicle 102. The method 700 allows for determining the thermal comfort of the vehicle 102. The method comprises a first step 702: a designated area in the vehicle 102 for mounting the plurality of sensors 104 is determined, wherein at least one of the sensor devices 104 is embedded in a windshield of the vehicle 102. A second step 704 includes simultaneously measuring a plurality of parameters of the vehicle 102 via a plurality of sensor devices 104 located in the vehicle 102, wherein the parameters include, but are not limited to, air temperature, air speed, relative humidity, black ball temperature, surface heat flux, solar radiation, and net radiation. A third step 706 includes wirelessly transmitting the parameters by the plurality of sensor devices 104. A fourth step 708 includes wirelessly receiving the parameters by the transceiver unit 114 of the data acquisition device 106. A fifth step 710 comprises storing the parameters by the storage unit 116 of the data acquisition device 106. A sixth step 712 includes analyzing the parameters, including calculating data such as mean radiant temperature, effect temperature, equivalent temperature, predicted mean thermal sensation indicator (PMV), and predicted dissatisfaction percentage (PPD), by the analysis unit 118 of the data acquisition device 106 based on the parameters. A seventh step 714 includes generating a thermal comfort map for the vehicle 102 based on the calculated data and the measured parameters. Finally, an eighth step 716 includes utilizing the thermal comfort map to control an HVAC system operating plan of the vehicle 102 or to modify a design of an HVAC system of the vehicle 102 to achieve thermal comfort. In an embodiment, the thermal comfort map is used to control an HVAC system operating plan of the vehicle 102 or to modify a design of an HVAC system of the vehicle 102 to achieve thermal comfort.

FIG. 8 is a flow chart for utilizing a thermal comfort map to control an HVAC system operating plan of the vehicle 102 or to modify a design of an HVAC system of the vehicle 102 to achieve thermal comfort. The method 800 may make use of a thermal comfort map to control an HVAC system operating plan of the vehicle 102 or to modify a design of an HVAC system of the vehicle 102 to achieve thermal comfort. The method 800 includes a first step 802: the optimal data range for the thermal comfort is calculated by the analysis unit 118. A second step 804 includes calculating a deviation between the thermal comfort data and the optimal data range. A third step 806 includes calculating a set point for thermal comfort of the HVAC system. The set points include temperature, air velocity, and airflow pattern. A fourth step 808 includes displaying the set point on the display device 108 or the remote portable device 110. A fifth step 810 includes adjusting the HVAC system to a setpoint. The HVAC system may be adjusted to a set point manually or automatically.

In an embodiment, the thermal comfort map is also utilized to control an openable glazing of the vehicle 102. The thermal comfort map is compared to the external environment of the vehicle 102 (air temperature, air velocity, relative humidity, black ball temperature, surface heat flux, solar radiation, and net radiation). The deviation between the thermal comfort map of the vehicle 102 and the external environment is used to determine the cool down time. The window glass is maintained in an open state for a specified period of time to increase the rate of cooling of the interior of the vehicle 102. After a thermal equilibrium is reached between the thermal comfort map and the external environment, the glazing is closed.

In one embodiment, the thermal comfort map is also utilized to control the functional glazing of the vehicle 102. The functional window glass is a window glass capable of controlling color tone or transparency. The thermal comfort map is compared to the external environment of the vehicle 102 (air temperature, air velocity, relative humidity, black ball temperature, surface heat flux, solar radiation, and net radiation). The deviation between the thermal comfort map and the outside environment is utilized to determine the amount of time to hold the windowpane in an activated state (with opacity or a particular tint level activated) to increase the rate of cooling of the interior of the vehicle 102. After thermal equilibrium is reached between the thermal comfort map and the external environment, the functional glazing is deactivated.

One of the salient features of the method 700 is the analysis of the parameters by the analysis unit 118 to assess the thermal asymmetry. Thermal asymmetry is the difference in measured parameters (air temperature, air speed, relative humidity, black-sphere temperature, surface heat flux, solar radiation, and net radiation) or calculated data (average radiant temperature, applied temperature, equivalent temperature, predicted average thermal sensation indicator (PMV), and Predicted Percentage Dissatisfaction (PPD)) in any two locations in the vehicle 102. Fig. 9A and 9B illustrate an exemplary thermal asymmetry of the vehicle 102 based on the air temperature distribution. The vehicle 102 is divided into three vertical planes and three horizontal planes. The thermal asymmetry is evaluated based on the air temperature inside the vehicle 102. Fig. 9A is a cross-sectional view showing thermal asymmetry in the three levels HP1, HP2, and HP3 of the vehicle. Fig. 9B is a cross-sectional view showing thermal asymmetry in three vertical planes VP1, VP2, and VP3 of the vehicle. The air temperature in HP1 was higher than the air temperature in HP 3. In contrast, the air temperature in the vertical plane is symmetrical.

Another notable feature of the method 700 is: the analysis of the parameters by the analysis unit 118 comprises a prediction of the energy saving thermal comfort. Energy saving thermal comfort is a trade-off between calculated data (average radiant temperature, acting temperature, equivalent temperature, predicted average thermal sensation indicator (PMV), and predicted dissatisfaction percentage (PPD)) and energy consumption to operate the HVAC system, wherein the trade-off is the finding of an optimal set point value for the HVAC system to reduce energy consumption while maintaining thermal comfort within an acceptable data range.

Fig. 10 is a flow chart for predicting the energy-saving thermal comfort level of the vehicle 102. Method 1000 enables determining an energy-saving thermal comfort level of vehicle 102. A first step 1002 of the method 1000 includes calculating, by the analysis unit 118, an energy consumption of an HVAC system of the vehicle 102. Energy consumption is the energy consumption or power consumption to operate the HVAC system for a specified period of time. A second step 1004 includes calculating an optimal data range for thermal comfort and an energy saving data range. A third step 1006 includes calculating a deviation between the thermal comfort data, the optimal data range, and the energy saving data range. The data is calculated by the data acquisition device 106 based on the parameters measured by the sensor device 104. A fourth step 1008 includes calculating a set point for the HVAC system for energy efficient thermal comfort. A fifth step 1010 includes displaying the set point on the display device 108 or the remote portable device 110. A sixth step 1012 includes adjusting the HVAC system to a set point.

Another notable feature of the method 700 is: the analysis of the parameters by the analysis unit 118 comprises predicting a cost-effective thermal comfort. Cost-effective thermal comfort is a trade-off between the performance of the vehicle's window glass and the cost of operating the HVAC system, where the trade-off refers to finding the set point value of the HVAC system to achieve cost-effectiveness while maintaining the thermal comfort within an optimal data range.

Fig. 11 is a flow chart for predicting a cost-effective thermal comfort level for the vehicle 102. The method 1100 makes it possible to determine a cost-effective thermal comfort level of the vehicle 102. The method 1100 comprises a first step 1102: including calculating the energy consumption of the HVAC system of the vehicle 102. A second step 1104 comprises calculating an optimal data range, an energy saving data range, for the thermal comfort of glazings having different properties. The cost of operating the HVAC system for glazings having different properties is additionally calculated. The performance of the glazing includes thermal cut-off provided by the glazing in the vehicle 102. The cost of operating an HVAC system is the amount of energy or fuel used to operate the HVAC system. A third step 1106 includes calculating data for thermal comfort for different glazings, a deviation between an optimal data range and an energy saving data range, and an operating cost or redesign cost of the HVAC system. The data is calculated by the data acquisition device 106 based on the parameters measured by the sensor device 104. A fourth step 1108 includes calculating setpoints for optimal, energy efficient thermal comfort for different glazings and operating or redesign costs for the HVAC system. A fifth step 1110 includes displaying the set point and operating or redesign costs for the HVAC system for the different window panes on the display device 108 and/or the remote portable device 110.

Examples of the invention

Example 1-thermal comfort System

The present disclosure will now be described in more detail with reference to examples. It should be understood, however, that the present disclosure is in no way limited to these specific examples.

A system 100 to generate a thermal comfort map for a vehicle 102 is provided. The high-precision sensor device 104 is used to measure various parameters. The sensor devices 104 used are an air temperature sensor, a relative humidity sensor, a black ball temperature sensor, and an air speed. The parameters measured by these sensor devices 104 are air temperature, relative humidity, black ball temperature, and air velocity. Each of the above-described sensor devices 104 is disposed in an instrument panel, a trunk, a seat, and a steering wheel in the vehicle, and measures parameters at these positions. In addition, each sensor device 104 is held at foot, thigh and face height. The sensor device 104 measures air temperature, relative humidity, black ball temperature, and air velocity simultaneously. The measured parameters are transmitted to the data acquisition device 106. The data acquisition device 106 is configured to calculate an average radiant temperature, an acting temperature, an equivalent temperature, a predicted average heat sensation indicator (PMV), and a predicted dissatisfaction percentage (PPD).

A thermal comfort map is generated showing the distribution of the mean radiated temperature, the acting temperature, the equivalent temperature, the predicted mean thermal sensation indicator (PMV), and the predicted dissatisfaction percentage (PPD) for different schedules of the vehicle 102. These parameters are measured for four schedules of the vehicle 102. The scheduling of the vehicle 102 is a combination of environmental adaptation (solaking), cooling, parking, and driving. Environmental adaptation refers to when the vehicle 102 is placed in an environmental condition where the HVAC system is not on. Cool down refers to the HVAC system of the vehicle 102 being turned on. The four schedules of the vehicle 102 for which the parameters are measured are environment adaptation + parking, cool down + driving, re-environment adaptation + parking, re-cool down + parking. The data acquisition device 106 is configured to calculate an average radiant temperature, an applied temperature, an equivalent temperature, a predicted average thermal sensation indicator (PMV), and a predicted dissatisfaction percentage (PPD) for all four schedules of the vehicle 102. FIG. 12 is a graph illustrating an example data plot of an operating temperature. Fig. 13 is a graph illustrating an example data plot of average radiant temperature. FIG. 14 is a graph illustrating an example data plot of equivalent temperature. Fig. 15 is a graph illustrating an example data plot of PMV. Fig. 16 is a graph illustrating an example data plot for PPD. From the graphs illustrated in fig. 12 to 16, it is observed that the average radiant temperature, the acting temperature, the equivalent temperature, the predicted average heat sensation index (PMV), and the predicted dissatisfaction percentage (PPD) decrease during cool down + driving and cool down again + parking.

In this example 1, the average radiant temperature as shown in FIG. 13 is utilized to adjust the HVAC system of the vehicle 102. The data acquisition device 106 calculates an optimal average radiant temperature range for thermal comfort. The optimal average radiant temperature range for thermal comfort is a historical data or a predefined data range for the thermal comfort of a particular HVAC system or a predefined data range set by a user. For a predefined data range, the HVAC system operating amount may be calculated from existing HVAC specifications, or for historical data, the HVAC system operating amount may be determined using a cooling rate over a period of time derived from data captured during cool down + drive and cool down + stop schedules. The optimum average irradiation temperature range considered is 24 ℃ to 26 ℃. The deviation between the optimal average radiant temperature range and the average radiant temperature data calculated from the cool down + drive or cool down + park schedule is used to determine the set point of the HVAC system. The set point is the only temperature setting in the HVAC interface unit, or a combination of temperature, air speed, or airflow patterns, which may be manual or automatic. For the current experiment, an average radiant temperature range of 32 ℃ to 34 ℃ was achieved within 15 minutes of HVAC operating time. Based on this deviation, the HVAC system needs to run at the same set point value for an additional 7 to 10 minutes to achieve the optimum average radiant temperature range of 24 to 26 ℃. Similarly, the applied temperature, the equivalent temperature, the predicted mean thermal sensation indicator (PMV), and the predicted dissatisfaction percentage (PPD) may also be used to determine an optimal set point for the HVAC system. Accordingly, the present systems and methods are useful for generating thermal comfort maps and utilizing the thermal maps to adjust HVAC systems.

Example 2-thermal comfort asymmetry

The data acquisition device 106 is configured to calculate the effect temperatures of different locations in the vehicle 102 for the four schedules. The two different positions are the front and the rear of the vehicle. FIG. 17 is a graph illustrating an example data plot of the effect temperatures for the front and rear of the four scheduled vehicles 102. Thermal asymmetry is the difference in the operating temperatures of the front and rear of the vehicle 102.

Example 3-thermal comfort System

A system 100 to generate a thermal comfort map for a vehicle 102 is provided. The high-precision sensor device 104 is used to measure various parameters. The sensor devices 104 used are an air temperature sensor, a relative humidity sensor, a black ball temperature sensor, and an air speed. The parameters measured by these sensor devices 104 are air temperature, relative humidity, black ball temperature, and air velocity. Each of the above-described sensor devices 104 is disposed in an instrument panel, a front passenger region, and a rear passenger region in the vehicle, at which positions parameters are measured. The sensor device 104 measures air temperature, relative humidity, black ball temperature, and air velocity simultaneously. The measured parameters are transmitted to the data acquisition device 106. The data acquisition device 106 is configured to calculate an average radiant temperature, an action temperature, and an equivalent temperature.

A thermal comfort map is generated showing the distribution of the average radiant temperature, the effect temperature, and the equivalent temperature for three areas of the vehicle 102. The three regions are a front instrument panel, a front passenger region, and a rear passenger region. Two schedule measurement parameters for parking and cooling of the vehicle 102. The data acquisition device 106 is configured to calculate the average radiant temperature, the effect temperature, and the equivalent temperature for all three areas of the vehicle 102. FIG. 18 is a contour plot illustrating an example data plot of operating temperature during shutdown. FIG. 19 is a contour plot illustrating an example data plot of an operating temperature during cool down. Fig. 20 is a contour plot illustrating an example data plot of average radiant temperature during shutdown. Fig. 21 is a contour plot illustrating an example data plot of average radiant temperature during cool down. FIG. 22 is a contour plot illustrating an example data plot of equivalent temperature during shutdown. FIG. 23 is a contour plot illustrating an example data plot of equivalent temperature during cool down. Furthermore, the thermal comfort map may also be enhanced by surface temperature sensors, IR image sensors and/or occupancy sensors. The IR imaging sensor may provide the number of occupants in the vehicle in addition to the surface temperature data.

Example 4-energy saving and havingCost-effective thermal comfort

In this example 1, the HVAC system may also be adjusted to achieve energy efficient and cost effective thermal comfort.

Different glazings are considered and the operating temperature data, the energy consumption of the HVAC system, for the different glazings are calculated. For example, three kinds of windowpanes G1, G2, and G3 having different total solar transmittance (TTS) are considered so that TTS (G1) > TTS (G2) > TTS (G3) is satisfied. For example, G1 is an uncoated base glass and G2 is TSA3+ glazing with higher infrared absorption and thermal comfort. G3 is a glazing with a reflective coating such as silver.

The action temperature is directly dependent on the TTS value of the glazing, which means that the reduction of the heat/thermal energy entering through the glazing (thermal cut-off) is greater for advanced glazings than for standard glazings. As the TTS decreases, the operating temperature in the vehicle decreases as the thermal cut through the window pane increases. In addition, as the operating temperature changes, the fuel energy required to maintain the air conditioner in the vehicle at the thermal comfort temperature also changes. Thus, the more the temperature reduction relative to a standard glazing, the less time is required to reach a sufficient thermal comfort temperature. In fig. 24A, the thermal cut-off, the operating temperature in the vehicle and the energy consumption required to maintain the desired temperature in the vehicle are schematically represented. Energy consumption refers to the fuel used by the HVAC system. The intersection of the three parameters is proposed as the energy-saving thermal comfort region. Accordingly, the present disclosure provides a method for achieving energy efficient and cost effective thermal comfort. By using this method, an optimal window glass can be selected to achieve energy saving and cost efficiency.

Fig. 24B illustrates an example of a cost-effective thermal comfort model. Typically, the thermal comfort temperature is maintained at the expense of a certain AC load, which has an impact on fuel economy and overall efficiency of the system. By using a temperature controlled glazing, thermal comfort can be maintained with reduced AC loading. In an example, the order of capital expenditures associated with the cost of a glazing is G3> > G2> > G1. Although standard glazings are less expensive in glazing (e.g. G1 compared to premium glazings such as G2, G3), the AC cost or AC load to maintain a thermal comfort temperature is higher compared to other glazings. Thus, as shown in FIG. 24B, the intersection of these two parameters is the best balance between capital investment and HVAC operating costs.

In another experiment, as shown in table 1, the relationship between the acclimation time and the cooling time of the different windowpanes P1, P2, P3, P4, P5 was determined. It is suggested that P1, P2, P3, P4 have Infrared (IR) absorption properties, and P5 have reflection properties.

With respect to table 1, the HVAC load of the vehicle cab for different sets of glazing was calculated. It was observed that the HVAC load or cooling load was relatively small for windowpanes P4, P5, as shown in fig. 25.

Example 5: thermal asymmetry data

Thermal asymmetry data was determined by sensors for each group of glazings P1, P2 and P4, as shown in table 2.

TABLE 2

For the measurements shown in table 2, a thermal asymmetry map for the thermal measurements displayed by the analysis unit of the wireless system is shown in fig. 26. With respect to fig. 26, the thermal asymmetry (where windshield, side lights and backlight are combined) for windowpanes P1 TSANx, P2 TSA3+, and P3 TSA3+ is shown. It was observed that the thermal asymmetry was higher for the reference glazing without any coating.

It is noted that not all of the activities described above in the general description or the examples are required, that a portion of a particular activity may not be required, and that one or more other activities may be performed in addition to those described. Still further, the order in which activities are listed is not necessarily the order in which they are performed.

Benefits, other advantages, and solutions to problems have been described above with regard to specific embodiments. However, the benefits, advantages, solutions to problems, and any feature(s) that may cause any benefit, advantage, or solution to occur or become more pronounced are not to be construed as a critical, required, or essential feature or feature of any or all the claims.

The illustrations and figures of the embodiments described herein are intended to provide a general understanding of the structure of the various embodiments. The description and drawings are not intended to serve as an exhaustive or comprehensive description of all the elements and features of apparatus and systems that utilize the structures or methods described herein. Certain features that are, for clarity, described herein in the context of separate embodiments, may also be provided in combination in a single embodiment. Conversely, various features that are, for brevity, described in the context of a single embodiment, may also be provided separately or in sub-combination. Furthermore, reference to values stated in ranges includes each and every value within that range. Many other embodiments may be apparent to a skilled artisan only after reading this specification. Other embodiments may be utilized and derived from the disclosure, such that structural substitutions, logical substitutions, or other changes may be made without departing from the scope of the disclosure. The present disclosure is, therefore, to be considered as illustrative and not restrictive.

The description taken in conjunction with the drawings is provided to assist in understanding the teachings disclosed herein, is provided to assist in describing the teachings, and should not be construed as limiting the scope or applicability of the teachings. However, other teachings may of course be used in this application.

As used herein, the terms "comprises," "comprising," "includes," "including," "contains," "having" or any other variation thereof, are intended to cover a non-exclusive inclusion. For example, a method, article, or apparatus that comprises a list of features is not necessarily limited to only those features but may include other features not expressly listed or inherent to such method, article, or apparatus. Furthermore, unless expressly stated to the contrary, "or" means "including or" and not "exclusive or". For example, condition a or B satisfies any one of the following conditions: a is true (or present) and B is false (or not present), a is false (or not present) and B is true (or present), and both a and B are true (or present).

In addition, "a" or "an" is used to describe elements and components described herein. This is done merely for convenience and to give a general sense of the scope of the disclosure. This description should be read to include one or at least one and the singular also includes the plural or vice versa unless it is clear that it is meant otherwise. For example, when a single item is described herein, more than one item may be used in place of a single item. Similarly, where more than one item is described herein, a single item may be substituted for more than one item.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. The materials, methods, and examples are illustrative only and not intended to be limiting. To the extent that certain details regarding specific materials and processing acts are not described, such details can include conventional methods that may be found in the referenced books and other sources within the field of manufacture.

While aspects of the present disclosure have been particularly shown and described with reference to the above embodiments, it will be understood by those skilled in the art that various additional embodiments may be devised by modifying the disclosed machines, systems, and methods without departing from the spirit and scope of the disclosure. Such embodiments are to be understood as falling within the scope of the present disclosure as determined based on the claims and any equivalents thereof.

Component list

Name: wireless system to generate a thermal comfort map for a vehicle

100 system

102 vehicle

104 sensor device

106 data acquisition device

108 display device

110 remote portable device

112 remote server

114 transceiver unit

116 memory cell

118 analysis unit

120 global positioning device

122 timer circuit

700 method

702 step (ii)

704 step (c)

706 step

708 step

710 step

712 step

714 step

716 step

800 method

802 step

Step 804

806 step

808 step

Step 810

1000 method

Step 1002

1004 step

1006 step

1008 step

1010 step

1012 step

1100 method

1102 step

1104 step

1106 step

1108 step

1110 step

1112 step

HP1 horizontal plane

HP2 level

HP3 level

VP1 vertical plane

VP2 vertical plane

VP3 vertical plane

Claims

1. A wireless system (100) to generate a thermal comfort map of a vehicle (102), the system comprising:

a plurality of high-precision sensor devices (104), the plurality of high-precision sensor devices (104) configured to simultaneously measure a plurality of parameters, wherein at least one of the sensor devices (104) is embedded in a windshield of the vehicle (102), and wherein the parameters are air temperature, air velocity, relative humidity, black ball temperature, surface heat flux, solar radiation, and net radiation; and

a data acquisition device (106), the data acquisition device (106) comprising:

a transceiver unit (114);

a storage unit (116); and

an analysis unit (118), wherein the data acquisition device (106) is configured to calculate data comprising an average radiated temperature, an acting temperature, an equivalent temperature, a predicted average thermal sensation indicator (PMV) and a predicted dissatisfaction percentage (PPD) based on the parameters and to generate the thermal comfort map of the vehicle (102) based on the calculated data and the measured parameters.

2. The wireless system (100) to generate a thermal comfort map for a vehicle (102) of claim 1, wherein the sensor device (104) is an air temperature sensor, an air speed sensor, a relative humidity sensor, a black ball temperature sensor, a surface heat flux sensor, a net radiation sensor, a solar radiation sensor, or a combination thereof.

3. The wireless system (100) to generate a thermal comfort map of a vehicle (102) according to claim 1, wherein at least one of the sensor devices (104) is embedded in a windshield of the vehicle (102) to measure a temperature of the windshield.

4. The wireless system (100) to generate a thermal comfort map for a vehicle (102) of claim 1, wherein the sensor device (104) is located based on a size, trim, schedule, and time of day of the vehicle (102).

5. The wireless system (100) to generate a thermal comfort map of a vehicle (102) according to claim 1, wherein the data acquisition device (106) is configured to transmit, receive, store and analyze the parameters.

6. The wireless system (100) to generate a thermal comfort map of a vehicle (102) according to claim 1, wherein the data acquisition device (106) performs real-time calculations on data received from the sensor device (104).

7. The wireless system (100) to generate a thermal comfort map of a vehicle (102) according to claim 1, wherein the thermal comfort map is a distribution of at least one or a combination of the following data and parameters: the data includes an average radiant temperature, an applied temperature, an equivalent temperature, a predicted average heat sensation indicator (PMV), and a predicted dissatisfaction percentage (PPD), and the parameters include an air temperature sensor, an air speed sensor, a relative humidity sensor, a black ball temperature sensor, a humidity sensor, a surface temperature sensor, a surface heat flux sensor, a net radiant sensor, and a solar radiant sensor onboard the vehicle (102).

8. The wireless system (100) to generate a thermal comfort map of a vehicle (102) according to claim 1, optionally comprising a display device 108 to display the parameter and the thermal comfort map.

9. The wireless system (100) to generate a thermal comfort map of a vehicle (102) according to claim 10, wherein the display device (108) is integrated into the vehicle (102) and/or a remote portable device (110).

10. The wireless system (100) to generate a thermal comfort map for a vehicle (102) of claim 9, wherein the remote portable device (110) is a computer, a cell phone, a laptop, a tablet, a smart watch, or AR glasses.

11. The wireless system (100) to generate a thermal comfort map of a vehicle (102) according to claim 1, wherein the data acquisition device (106) is simultaneously pairable with one or more remote portable devices (110).

12. The wireless system (100) to generate a thermal comfort map of a vehicle (102) of claim 9, wherein the remote portable device (110) is configured to transmit a control command to the data acquisition device (106) and further trigger operation of an HVAC.

13. The wireless system (100) to generate a thermal comfort map for a vehicle (102) of claim 8, wherein the display device (108) is integrated into a dashboard, windshield, or behind a seat of the vehicle (102).

14. The wireless system (100) to generate a thermal comfort map of a vehicle (102) according to claim 1, wherein the data acquisition device (106) optionally comprises a display unit (108) to display the thermal comfort map.

15. The wireless system (100) to generate a thermal comfort map for a vehicle (102) of claim 1, wherein the sensor device (104), the data acquisition device (106), and the display device (108) are coupled via a wireless communication protocol.

16. The wireless system (100) to generate a thermal comfort map for a vehicle (102) of claim 17, wherein the wireless communication uses a short-range or long-range wireless communication protocol.

17. The wireless system (100) to generate a thermal comfort map of a vehicle (102) of claim 1, optionally comprising a global positioning device (120) to determine a geographic location of the vehicle (102).

18. The wireless system (100) to generate a thermal comfort map for a vehicle (102) according to claim 1, optionally comprising a timer circuit (122), wherein the timer circuit (122) provides the measured parameter, the calculated data, and a time and date of the thermal comfort map.

19. The wireless system (100) to generate a thermal comfort map for a vehicle (102) of claim 1, optionally comprising a remote server (112) to store the parameters, calculate data and generate the thermal comfort map.

20. The wireless system (100) to generate a thermal comfort map for a vehicle (102) of claim 1, wherein the parameter from a sensor device (104) is storable in one of the sensor device (104) or the data acquisition device (106).

21. The wireless system (100) to generate a thermal comfort map of a vehicle (102) according to claim 1, wherein the thermal comfort map is also storable in the data acquisition device (106).

22. The wireless system (100) to generate a thermal comfort map for a vehicle (102) of claim 1, wherein the thermal comfort map is used to control an HVAC system operating plan of the vehicle (102) or to modify a design of an HVAC system of the vehicle (102) in order to achieve a thermal comfort.

23. The wireless system (100) to generate a thermal comfort map of a vehicle (102) according to claim 1, wherein the analysis unit (118) of the data acquisition arrangement (106) is capable of optionally predicting an energy-saving thermal comfort and a cost-effective thermal comfort of the vehicle (102).

24. The wireless system (100) to generate a thermal comfort map of a vehicle (102) of claim 23, wherein the energy-conserving thermal comfort or the cost-effective thermal comfort is used to control an HVAC system operating plan of the vehicle (102) or to modify a design of an HVAC system of the vehicle (102) to achieve the energy-conserving energy consumption or the cost-effective thermal comfort.

25. A wireless system (100) to generate visual, acoustic, and air quality comfort maps for a vehicle (102), the wireless system (100) comprising:

at least one of the sensor devices (104), at least one of the sensor devices (104) configured to measure at least one of parameters including air quality, light, and noise; wherein at least one of the sensor devices (104) is embedded in a windshield of the vehicle (102); and

a data acquisition device (106), the data acquisition device (106) configured to calculate at least one of data including light intensity, sound level, and amount of Volatile Organic Compounds (VOCs) in air based on the parameters and generate at least one of a visual comfort map, an acoustic comfort map, and an air quality comfort map of the vehicle (102) based on the calculated data.

26. The wireless system (100) to generate visual, acoustic and air quality comfort maps of a vehicle (102) according to claim 25, optionally at least one of the sensor devices (104) is a light sensor, a noise sensor, a rain sensor and a Volatile Organic Compound (VOC) sensor.

27. The wireless system (100) to generate a thermal comfort map of a vehicle (102) according to claim 1, optionally the data acquisition device (106) is adapted to estimate a comfort level based on the thermal comfort map.

28. The wireless system (100) to generate a thermal comfort map for a vehicle (102) of claim 27, wherein the comfort level is defined as "comfort-neutral", "discomfort-slightly warm", "discomfort-hot", "discomfort-very hot", "discomfort-cool", and "discomfort-cold".

29. The wireless system (100) to generate a thermal comfort map of a vehicle (102) according to claim 27, optionally the data acquisition device (106) and/or a remote server (112) is configured to provide an alert of the comfort level to a display device (108) or a remote portable device (110).

30. The wireless system (100) to generate a thermal comfort map for a vehicle (102) of claim 27, optionally the data acquisition device (106) and/or a remote server (112) is configured to perform HVAC diagnostics and provide maintenance notifications.

31. A method (700) of determining a thermal comfort level of a vehicle (102), comprising:

determining a designated area in the vehicle (102) for mounting a plurality of sensor devices (104), wherein at least one of the sensor devices (104) is embedded in a windshield of the vehicle (102);

simultaneously measuring a plurality of parameters of the vehicle (102) by the plurality of sensor devices (104) located in the vehicle (102), wherein the parameters include, but are not limited to, air temperature, air velocity, relative humidity, black ball temperature, surface heat flux, solar radiation, and net radiation;

wirelessly transmitting the parameter by the plurality of sensor devices (104);

-receiving the parameters wirelessly by a transceiver unit (114) of the data acquisition device (106);

storing the parameters by a storage unit (116) of the data acquisition device (106);

analyzing the parameters by an analysis unit (118) of the data acquisition device (106) to calculate data based on the parameters, such as mean radiant temperature, action temperature, equivalent temperature, predicted mean heat sensation indicator (PMV), and Predicted Percentage Dissatisfaction (PPD);

generating a thermal comfort map of the vehicle (102) based on the calculated data and the measured parameters, an

Utilizing the thermal comfort map to control an HVAC system operating plan of the vehicle (102) or modify a design of an HVAC system of the vehicle (102) to achieve a thermal comfort.

32. The method (700) of determining the thermal comfort of a vehicle (102) according to claim 30, wherein analyzing the parameter by the analysis unit (118) comprises evaluating a thermal asymmetry.

33. A method (700) of determining a thermal comfort of a vehicle (102) according to claim 31, wherein the thermal asymmetry is a difference of measured parameters or a difference of calculated data of any two locations in the vehicle (102).

34. The method (700) of determining a thermal comfort level of a vehicle (102) according to claim 30, wherein analyzing the parameter comprises predicting an energy saving thermal comfort level by the analysis unit (118).

35. A method (700) of determining a thermal comfort level of a vehicle (102) according to claim 33, wherein the energy saving thermal comfort level is a trade-off between the calculated data and an energy consumption for operating the HVAC system, wherein trade-off is finding a set point value of the HVAC system to reduce energy consumption while keeping thermal comfort level within an optimal data range.

36. A method (700) of determining a thermal comfort level of a vehicle (102) according to claim 33, wherein analyzing the parameter optionally comprises predicting a cost-effective thermal comfort level by the analysis unit (118).

37. A method (700) of determining a thermal comfort level of a vehicle (102) according to claim 35, wherein the cost-effective thermal comfort level is a trade-off between performance of a window glass of the vehicle and a cost of operating the HVAC system, wherein a trade-off is a finding of a set point value of the HVAC system to achieve cost-effectiveness while maintaining the thermal comfort level within an optimal data range.

38. A method (700) of determining a thermal comfort level of a vehicle (102) according to claims 33 and 35, wherein the energy saving thermal comfort level or cost effective thermal comfort level is utilized for controlling an HVAC system operating plan of the vehicle (102) or for modifying a design of an HVAC system of the vehicle (102) for achieving an energy saving energy consumption or cost effective thermal comfort level.