JP2022538918A - Wireless system and method for generating vehicle thermal comfort maps - Google Patents

Abstract

Kind Code: A1 There is a need to provide an accurate assessment of the thermal comfort of a vehicle that takes into account all environmental factors that affect the vehicle's thermal conditions. There is also a need to control vehicle HVAC systems with energy efficient and accurate thermal comfort values. Further, there is a need for a wireless thermal comfort measurement system that is easy to use for both occupants and operators. A wireless system (100) for generating a thermal comfort map of a vehicle (102), the system includes a plurality of high precision sensor devices (104) as well as a data acquisition device (106). The sensor device (104) is configured to simultaneously measure multiple parameters such as air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation. Preferably, at least one of the sensor devices (104) is embedded in the windshield of the vehicle (102). The data acquisition device (106) includes a transceiver unit (114), a storage unit (116) and an analysis unit (118). The data acquisition device calculates data, e.g., mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD), based on the parameters, and the calculated data and measurements configured to generate a thermal comfort map for the vehicle (102) based on the determined parameters. [Selection drawing] Fig. 4

Description

The present disclosure relates to systems and methods for generating thermal comfort maps for vehicles. More particularly, this patent disclosure relates to wireless systems that control or regulate HVAC systems to achieve thermal comfort with efficient energy consumption.

The background description includes information that may be useful in understanding the present disclosure. This is not an admission that any of the information provided herein relates to prior art or the disclosure claimed herein, or that any document specifically or implicitly referenced is It is not an admission that it is prior art.

Vehicles have become an integral part of everyday precision. Due to increasing mobility, people spend more time in vehicles. This brings more attention to occupant comfort inside the vehicle. The four main comforts for occupants are thermal comfort, visual comfort, acoustic comfort, and air quality comfort. Of all these comforts, thermal comfort is the most important for vehicle occupants because it can have a major impact on occupant health and performance. Many health problems are reported each year due to high temperatures inside vehicles.

Thermal comfort is a state of mind that expresses satisfaction with the thermal environment. Thermal comfort is a subjective term defined by multiple sensations, ensured by all factors that influence the thermal conditions experienced by the occupants. Since each person is different, the perceived heat sensation can be different under the same conditions. This means that the environmental conditions required to achieve comfort are not the same for everyone.

Conventionally, methods and systems for assessing, monitoring or measuring thermal comfort in vehicles involve measuring air temperature using sensors at head and foot level. A primary purpose of such measurements is to determine how quickly the temperature rises or falls in a cold or warm vehicle. Another aim was to examine the difference between the temperature at foot level and the temperature at head level, and also to establish when the temperature reaches a thermally comfortable level. be.

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

In recent years, efforts have been made to assess thermal comfort in vehicles by measuring respective environmental parameters. Various assessment approaches exist to measure thermal comfort considering all environmental parameters. Such approaches are described in International Organization for Standardization (ISO), American National Standards Institute (ANSI) and European standards. The major thermal comfort standards are ISO7730, ANSI/ASHRAE Standard 55, and EN1525. Typically, all thermal comfort standards are based on an approach that evaluates thermal comfort using a combination of air temperature, mean radiant temperature, relative humidity, and air velocity (wind speed). There are many cross-correlations between all of these parameters. Thermal comfort can be obtained by correlating all these parameters.

Another important thing to remember is that evaluating thermal comfort in vehicles is much more complex than in buildings. A disadvantage of the above approach, although considering more environmental parameters to arrive at thermal comfort, is that few factors affecting environmental parameters in the vehicle are considered. Glazing areas in vehicles are large compared to cabin surfaces. Sunlight incident from the glazing greatly affects the thermal environment of the vehicle. The orientation of the vehicle relative to the position of the sun also changes continuously. The thermal environment in a vehicle therefore also depends on the incidence of solar radiation through the window or windshield. In addition, since vehicles are more compact than buildings, the thermal environment inside the vehicle is also highly 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 inside vehicles, there is also some research on the use of thermal comfort studies to control HVAC systems. US Pat. No. 5,988,517 describes an HVAC control system for achieving thermal control utilizing a thermal comfort model. This thermal comfort model is calculated using internal temperature, setpoint temperature, ambient temperature and solar load. One disadvantage is that the thermal comfort model disclosed in US Pat. No. 5,988,517 does not consider all environmental parameters that affect vehicle thermal scenarios. As a result, using a thermal comfort model that considers only a few parameters is erroneous and leads to wrong conclusions. Such a model would tune the HVAC system for maximum cooling or maximum heating. Therefore, this also leads to a lot of energy wastage.

Additionally, current in-vehicle thermal comfort systems include sensors for measuring parameters, computing devices with software for analyzing parameters and evaluating thermal comfort, and visualizing thermal comfort. It has a display device (display device) for Such systems are needed for real-time and multipoint analysis (multipoint analysis). Currently, sensors, computing devices, and displays are held in close proximity to assess and visualize thermal comfort. An operator monitoring thermal comfort needs to be close to the system to visualize thermal comfort. Therefore, such systems have limitations related to measuring and visualizing thermal comfort when the vehicle is moving or moving from one location to another.

Furthermore, sensors, computing devices, and visualization devices are connected via physical wires. Physical wires within the vehicle can be a major distraction to the occupants within the vehicle. Due to the above facts, such systems are neither occupant friendly nor operator friendly.

Therefore, there is a need to provide an accurate assessment of vehicle thermal comfort that takes into account all environmental factors that affect vehicle thermal conditions. There is also a need to control vehicle HVAC systems with energy efficient and accurate thermal comfort values. Further, there is a need for a wireless thermal comfort measurement system that is easy to use for both occupants and operators.

The present disclosure provides a wireless system for generating a thermal comfort map of a vehicle that includes multiple high precision sensor devices and data acquisition devices. The sensor device is configured to simultaneously measure multiple parameters such as air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation. Preferably, at least one of the sensor devices is embedded in the windshield of the vehicle. The data acquisition device has a transceiver unit, a storage unit and an analysis unit. The data acquisition device calculates data including mean radiant temperature, working temperature, equivalent temperature, predicted mean temperature declaration (predicted mean declaration) (PMV), and predicted discomfort rate (PPD), and calculates calculated data and measurements. based on the determined parameters to generate a thermal comfort map for the vehicle.

According to another aspect, the present disclosure provides a wireless system for generating maps of perceived comfort, acoustic comfort, and air quality comfort of a vehicle. The system includes at least one sensor device configured to measure at least one of 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 calculates at least one data based on the parameters, including light intensity, sound level, and amount of volatile organic compounds (VOCs) in the air; is configured to generate at least one map including perceived comfort, acoustic comfort, and air quality comfort of .

According to another aspect, the present disclosure provides a method of determining thermal comfort of a vehicle. The method first includes determining specific areas within the vehicle for mounting the plurality of sensor devices. At least one of the sensor devices is embedded in the windshield of the vehicle. A plurality of vehicle parameters are then simultaneously measured by a plurality of sensor devices located within the vehicle, including air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar Radiation, and net radiation include, but are not limited to. The parameters are then wirelessly transmitted by a plurality of sensor devices. The parameters are then wirelessly received by the transceiver unit of the data acquisition device. The parameters are then stored by the storage unit of the data acquisition device. The parameters are then analyzed by the analysis unit of the data acquisition device. This includes calculating data such as mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD) based on the parameters. 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 used to control the HVAC system operating plan or adjust the design of the vehicle's HVAC system, thereby achieving thermal comfort with efficient energy consumption. Embodiments are described by way of example. Embodiments are not limited to the accompanying drawings.

1 is a block diagram of a wireless system for generating a thermal comfort map of a vehicle in accordance with the present disclosure; FIG. FIG. 2 is a block diagram of a data acquisition device according to one embodiment of the present disclosure; FIG. 3 is an exemplary thermal comfort map for a vehicle based on calculated average radiant temperatures. FIG. 4 is a block diagram of a wireless system for generating a thermal comfort map of a vehicle, according to one embodiment of the present disclosure; FIG. 5 is a block diagram of a data acquisition device according to one embodiment of the present disclosure; FIG. 6 is a diagram illustrating exemplary comfort levels based on a PMV bar graph showing numerical values for comfort levels between high and low temperatures, according to one embodiment of the present disclosure; FIG. 7 is a flowchart for determining thermal comfort of a vehicle according to one embodiment of the present disclosure; FIG. 8 is a flowchart of utilizing a thermal comfort map to control a vehicle's HVAC system to thereby achieve thermal comfort, according to one embodiment of the present disclosure. FIG. 9A is an exemplary thermal asymmetry of a vehicle based on air temperature distribution. FIG. 9B is an exemplary thermal asymmetry of a vehicle based on air temperature distribution. FIG. 10 is a flowchart for predicting energy efficient thermal comfort according to one embodiment of the present disclosure; FIG. 11 is a flowchart for predicting cost-effective thermal comfort according to one embodiment of the present disclosure; FIG. 12 is a graph showing exemplary data plots of working temperature. FIG. 13 is a graph showing exemplary data plots of average radiant temperature. FIG. 14 is a graph showing exemplary data plots of equivalent temperatures. FIG. 15 is a graph showing exemplary data plots for PMV. FIG. 16 is a graph showing exemplary data plots for PPD. FIG. 17 is a graph showing exemplary data plots of thermal asymmetry. FIG. 18 is a contour map showing an exemplary data plot of operating temperature when parked. FIG. 19 is a contour map showing exemplary data plots of working temperature during cooling. FIG. 20 is a contour map showing an exemplary data plot of mean radiant temperature when parked. FIG. 21 is a contour map showing an exemplary data plot of average radiant temperature during cooling. FIG. 22 is a contour map showing an exemplary data plot of equivalent temperature when parked. FIG. 23 is a contour map showing an exemplary data plot of equivalent temperature during cooling. FIG. 24A shows the heat cut, operating temperature inside the vehicle, and energy consumption required to maintain the desired temperature inside the vehicle. FIG. 24B shows an example of a cost effective thermal comfort model. FIG. 25 shows an example of HVAC loads for a car cabin for a set of different glazings. FIG. 26 shows a thermal asymmetry map for a vehicle for a set of different glazings.

Skilled artisans appreciate that elements in the figures are for simplicity and clarity and are not necessarily 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 the embodiments of the present disclosure.

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

For convenience, the meanings of certain terms and phrases used in this disclosure are provided below. In the event of an apparent discrepancy between the use of a term elsewhere in the specification and its definition provided in this section, the definition in this section controls.

<Definition>
Thermal comfort—Thermal comfort is a state of mind that is described in conjunction with the thermal environment and is assessed by subjective assessment. Thermal comfort is a subjective term defined by multiple senses and ensured by all factors that influence the thermal conditions experienced by the occupants, thus providing a universal definition of this concept. It is difficult.

THERMAL COMFORT MAP - A thermal comfort map is a collection of data (mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD)) and/or parameters ( A three-dimensional thermal image depicting the distribution of at least one or a combination of air temperature sensors, air velocity sensors, relative humidity sensors, globe temperature sensors, surface temperature sensors, surface heat flux, net radiation sensors, and solar radiation sensors). is.

Air Temperature—Air temperature is defined as the average temperature of the air surrounding the body over location and time. Air temperature can be measured by, but not limited to, IR radiation sensors, IR sensors, IR cameras, resistance temperature detectors, and thermocouples.

Air Velocity—Air velocity (wind speed) is defined as the average velocity of the air that the body is exposed to over position and time.

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

Globe Temperature - Globe Temperature is the temperature of the globe thermometer. A glove thermometer is a device used primarily to assess mean radiant temperature in thermal comfort.

Surface Temperature—Surface temperature is the temperature of a surface such as the steering wheel, seat, dashboard, window, windshield, headrest, floor, headliner, or airbag. Surface temperature can be measured by, but not limited to, IR radiation sensors, IR sensors, IR cameras, resistance temperature detectors, and thermocouples.

Surface Heat Flux—Surface heat flux (surface heat flux) is the amount of heat energy passing through a particular surface, such as a steering wheel, seat, dashboard, window, windshield, headrest, floor, headliner, or airbag.

Solar Radiation—Solar radiation is the power per unit area (watts per square meter, W/m ² ) received from the sun in the form of electromagnetic radiation, indicated in the wavelength range of the measuring device. Solar radiation is often integrated over a given time period, thereby indicating the radiant energy (Joules per square meter, J/m ² ) radiated into the surrounding environment during that time period. This integrated solar radiation is called solar irradiation, solar exposure, insolation, or insolation.

Net Radiation - Net radiation is the heat received per unit area on a surface such as a steering wheel, seat, dashboard, window, windshield, headrest, floor, headliner, or airbag (Watts per square meter, W/m ² ).

Average Radiant Temperature—The average radiant temperature is the uniform temperature of a virtual black enclosure that results in the same heat loss due to radiation from the occupants in the case of a real enclosed space. Average radiant temperature indicates the average temperature of all objects surrounding the occupant (eg, steering wheel, seat, dashboard, window, windshield, headrest, floor, headliner, or airbag) and glove sensor temperature. Average radiance is calculated by using the following equation (ISO 7726 standard):

where Tr is the average radiant temperature, T _i is the surface temperature of surrounding surface i, and F _pi is the view factor between the person and surface i.

The average radiant temperature can also be evaluated using the glove sensor temperature according to the following equation (ISO 7726 standard):

where MRT is the mean radiant temperature (° C.), GT is the globe temperature (° C.), V _a is the air velocity at the level of the glove (m/s), and e is the radiant radiance of the globe. (dimensionless), D is the globe diameter (m) and _Ta is the air temperature (°C).

Working Temperature - Working temperature is the combined effect of air and average radiant temperature that can be measured directly by an unheated glove temperature sensor. The working temperature is calculated using the following equation (CSN EN ISO773):

where α _c , α _r [Wm ⁻² K ⁻¹ ] are the coefficients of convective and radiative heat transfer at the object surface, respectively. _Ta , T _r [°C] are the air temperature and the average radiant temperature, respectively.

Equivalent Temperature—Equivalent temperature represents the combined effects of air velocity, air temperature, and mean radiant temperature. This is the temperature in a homogeneous space where the average radiant temperature is equal to the air temperature and zero air velocity, where the occupants experience the same heat loss due to convection and radiation in the actual conditions under evaluation. Exchange. It represents an average of the air temperature and average radiant temperature weighted by the convective and radiative heat transfer coefficients for the occupants, respectively. The equivalent temperature uses the same calculation method as the working temperature for an ambient air velocity of 0.1 m/s. For ambient air velocity values greater than 0.1 m/s, the equivalent temperature is expressed as a function of air temperature, mean radiant temperature, air velocity, and clothing thermal resistance. Equivalent temperature is a fixed relationship between air velocity, air temperature, and mean radiant temperature, per the following equation (ISO 14505):

where T _eq is the equivalent temperature, T _a is the air temperature, T _r is the average radiant temperature, V _a is the air velocity, and I _cl is the clothing thermal resistance.

PMV/PPD—Thermal comfort can be analyzed by PMV (Predicted Mean Report) and thermal discomfort by PPD (Predicted Discomfort Rate). PMV and PPD are part of International Standards ISO 7730 and ASHRAE Standard 55, which measure thermal comfort and thermal discomfort. PMV and PPD are based on the interaction between the human body and the environment, which is described by the heat balance equation. PMV-PPD takes into account six factors, which are human activity level, thermal clothing, air temperature, mean radiant temperature, air velocity, and relative humidity, thereby regulating the body's heat balance equation. to meet The PMV index is given by the equation (ISO14505):

where M is the metabolic rate (W/m ² ), W is the mechanical work rate (W/m ² ), f _cl is the clothing area factor, and h _c is the convective is the heat transfer coefficient of (W/m ² ), T _r is the average radiant temperature (°C), P _a and T _a are the ambient water vapor pressure and ambient temperature, respectively, kPa and ° C. is represented by The inputs required to calculate the PMV value are air temperature, mean radiant temperature, air velocity, relative humidity, metabolic rate, and clothing shielding. 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 equation (ISO7730).

PMV also describes a 7-point type PMV value scale for determining the quantitative relationship between the thermal balance equation and human thermal comfort. PMV index values range from -3 to +3 (-3: cold, -2: cool, -1: slightly cool, 0: neutral, 1: slightly warm, 2: warm, 3: hot) .

Thermal Asymmetry - Thermal asymmetry is the measured parameter (air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation) between any two locations on the vehicle. ) or in the calculated data (mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD)).

Energy Efficient Thermal Comfort - Energy efficient thermal comfort is calculated data (mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD)) and A trade-off point between energy consumption to run the HVAC system, which trade-off is the HVAC system set point to reduce energy consumption while maintaining thermal comfort within the optimal data range. means to find out.

Cost-effective thermal comfort - Cost-effective thermal comfort is a trade-off point between vehicle glazing performance and the cost of running the HVAC system, and this trade-off is based on acceptable data. This means finding HVAC system settings for cost efficiency while maintaining thermal comfort within bounds.

FIG. 1 is a block diagram illustrating the system of the present disclosure. In FIG. 1, a system 100 for generating a thermal comfort map of a vehicle 102 is provided, which mainly comprises a plurality of sensor devices 104 and a data acquisition device 106 . Sensor device 104 and data acquisition device 106 are coupled via wireless communication. Wireless communication uses short-range or long-range wireless communication protocols. Some of the short-range technologies are Bluetooth™, IEEE 802.11 Wireless Local Area Network (WLAN), Wireless Universal Serial Bus (WUSB), Ultra Wideband (UWB), ZigBee™ (IEEE 802.11). 15.4, IEEE 802.15.4a), infrared, radio frequency identification (RFID) and near field communication (NFC) technologies. Some of the long range wireless technologies include, but are not limited to, GSM™, long range RF and Wi-Fi.

A high precision sensor device 104 measures multiple parameters simultaneously. These sensor devices 104 include air temperature sensors, air velocity sensors, relative humidity sensors, globe temperature sensors, surface temperature sensors, surface heat flux sensors, net radiation sensors, and solar radiation sensors. For ease of illustration, multiple sensor devices 104 are depicted using a single block in all figures. The parameters measured by these sensor devices 104 are air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation, and net radiation. The placement of the sensor device 104 is a very important factor, which can affect the measurement of parameters. Sensor devices 104 are placed in specific areas on vehicle 102 . In some implementations, the sensor device 104 is located in the steering wheel, seat, dashboard, window, windshield, headrest, floor, headliner, or 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 glazing area in the vehicle 102 is large compared to the cabin surface, solar incidence through the windshield largely affects the thermal environment of the vehicle 102 . Therefore, it is important to measure the temperature of the vehicle's 201 windshield. The sensor device 104 is positioned at head level, exhalation level, foot level, or knee level in the vehicle 102 relative to the occupant, thereby measuring various parameters. Other important factors related to the location of sensor device 104 in vehicle 102 are the size, interior, schedule, and time of day of vehicle 102 . For example, SUVs require more sensor devices 104 to be deployed compared to hatchbacks because SUVs are relatively long. Furthermore, the interior is also different. Hatchbacks may have difficulty locating the sensor device 104 because there is not much room in the trunk. However, SUVs have a spacious trunk in the rear. A relatively large number of sensor devices 104 can be placed in the boot of the SUV. Similarly, the schedule and time of day for the vehicle 102 also affect placement of the sensor device 104 . The schedule of the vehicle 102 is defined by whether the vehicle 102 is stationary and unoccupied, stationary and occupied, or in drive mode. During the drive mode, more sensor devices 104 are deployed to measure air velocity than when the vehicle 102 is in the stationary mode. Time of day also affects the thermal environment. During the day, more sensor devices 104 are needed to measure solar radiation and heat flux than at night. The sensor device 104 can also store the measured parameters.

The sensor device 104 has a transceiver and receiver unit, a control unit and a power unit. The transceiver and receiving unit include at least one antenna for wireless communication. Sensor device 104 transmits the measured parameters to data acquisition device 106 . The data acquisition device 106 may calculate data based on the parameters measured by the sensor device 104, including mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD). is configured to

Data acquisition device 106 then generates a thermal comfort map of vehicle 102 based on the calculated data and the parameters measured by sensor device 104 . The thermal comfort map is a distribution of at least one or a combination of data including mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD), with the parameters , air velocity sensors, relative humidity sensors, globe temperature sensors, surface temperature sensors, surface heat flux sensors, net radiation sensors, and solar radiation sensors across the vehicle 102 .

FIG. 2 illustrates a block diagram of data acquisition device 106 . Data acquisition device 106 includes transceiver unit 114 , storage device 116 and analysis unit 118 . Data acquisition device 106 is configured to transmit, receive, store, and analyze parameters. The data acquisition device 106 performs multi-point, real-time computation of the data. Data acquisition device 106 is a wireless device. Transceiver unit 114 is for transmission and reception. Transceiver unit 114 receives parameters measured by sensor device 104 (not shown). Transceiver unit 114 passes parameters measured by sensor device 104 (not shown) to storage device 116 . Transceiver unit 114 includes at least one antenna for wireless communication. Storage device 116 stores the parameters received by transceiver unit 114 . The analysis unit 118 calculates data such as mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD) using the parameters stored in the storage unit 116. ). Analysis unit 118 uses the calculated data and parameters measured by sensor device 104 (not shown) to generate a thermal comfort map of vehicle 102 (not shown). Transceiver unit 114 communicates with analysis unit 118 using protocols including, but not limited to, SPI, I2C and UART. Preferably, in some implementations, storage unit 116 of data acquisition device 106 may store the thermal comfort map generated by analysis unit 118 .

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

A thermal comfort map is a 3D or 2D view that shows data (mean radiant temperature, working temperature, equivalent temperature, predicted mean vote (PMV), and predicted discomfort rate ( PPD)) and/or the distribution of at least one or a combination of parameters (air temperature sensor, air velocity sensor, relative humidity sensor, globe temperature sensor, surface temperature sensor, surface heat flux, net radiation sensor, and solar radiation sensor) Depict. 2D or 3D images include graphics or textures in the form of images, graphs, tables, or contour lines. FIG. 3 shows a thermal comfort map of vehicle 102 in the form of a thermal image. FIG. 3 shows an exemplary thermal comfort map based on the distribution of average radiant temperatures in different areas of vehicle 102 . Similarly, a thermal comfort map can be generated to visualize the distribution of any calculated data and measured parameters of the vehicle 102 .

FIG. 4 is a block diagram illustrating one implementation of the system 100 of the present disclosure. In FIG. 4, a system 100 for generating a thermal comfort map of a vehicle 102 has 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. . Sensor device 104, data acquisition device 106, display unit 108, remote portable device 110 and remote server 112 are connected via wireless communication. A data acquisition device 106 is connected to the display unit 108 . In particular, display unit 108 may be integrated into vehicle 102 and/or remote portable device 110 . A display device 108 is integrated into the dashboard, windshield, or behind the seat of the vehicle 102 . The data acquisition device 106 can be paired with multiple remote portable devices 110 simultaneously. Remote portable device 110 is a handheld or wearable device, such as a computer, mobile, laptop, tab, smartwatch, or AR glasses. Remote portable device 110 may also control data acquisition device 106 . Remote portable device 110 may have a graphical user interface for controlling data acquisition device 106 . As an example, the remote portable device 110 can be used to "activate" or "deactivate" the vehicle's HVAC system to achieve optimum temperatures. A user may send command signals to the HVAC system prior to entering the vehicle to optimize thermal comfort within the vehicle.

A graphical user interface is a software application or a web dashboard. The data acquisition device 106 can be controlled by input provided by the user in the form of voice commands. A graphical user interface uses a structured programming language to implement selections given by a user in the form of voice commands in the interface. Additionally, in some implementations, the system 100 also has a remote server 112 . Remote server 112 has processing power. A remote server 112 is connected to the data acquisition device 106 . The data acquisition device 106, sensor device 104, and remote portable device 110 are eSim modules or It may have a Wifi module or a Bluetooth™ or Lora module, but is not limited to these. Data acquisition device 106 sends parameters measured by sensor device 104 , calculated data, and heat maps to remote server 112 . Alternatively, remote server 112 is connected to sensor device 104 . A remote server 112 is configured to store the parameters measured by the sensor device 104 . The remote server 112 also provides data, such as mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD), based on the parameters measured by the sensor device 104. Calculate the data listed. Additionally, remote server 112 also generates and stores a thermal comfort map based on the calculated data and the parameters measured by sensor device 104 . Alternatively, remote server 112 is connected to remote portable device 110 . Alternatively, sensor device 104, data acquisition device 106, and remote portable device 110 each have an edge computing unit. The edge computing unit limits the information sent to remote server 112 by sensor device 104, data acquisition device 106, and remote portable device 110, respectively. This may help reduce storage space on the remote server 112 .

FIG. 5 is a block diagram of data acquisition device 106 according to one embodiment of the present disclosure. Data acquisition device 106 includes transceiver unit 114 , storage unit 116 , analysis unit 118 , display unit 108 , global positioning device 120 and timer circuit 122 . In some implementations, data acquisition device 106 includes a geolocation device 120 to detect the geographic location of vehicle 102 (not shown). The geographic location 120 of the vehicle 102 is preferably Global Positioning System (GPS). Optionally, a geolocation device 120 is provided on the vehicle 102 itself. In other words, geographic location device 120 is not included in data acquisition device 106 . Given this assumption, in such a scenario the geolocation device 120 is connected to the data acquisition device 106 . A geolocation device 120 can provide real-time geographic location of the vehicle 102 (not shown). Analysis unit 118 may combine the thermal comfort map of vehicle 102 and the geographic location together to generate a thermal comfort map (not shown) of vehicle 102 at a particular geographic location. . For example, a thermal comfort map can be generated for a particular route of vehicle 102 (not shown). The real-time geographic position of the vehicle 102 and the integration of data over time to the sun path provides improved accuracy for thermal comfort maps. In some implementations, the thermal comfort map and geographic location of vehicle 102 are stored in storage unit 116 . In some implementations, the data acquisition device 106 has a timer circuit 122 . A timer circuit 122 provides the date and time. Analysis unit 118 can combine thermal comfort maps with time and date. Data acquisition device 106 may continuously update the thermal comfort map of vehicle 102 based on the date, time, and geographic location of vehicle 102 (not shown). In some implementations, the geolocation device 120 also provides directions for the vehicle 102 . Real-time geographic location, date, time, and direction of the vehicle 102, as well as historical data for mode routes, provide improved accuracy for thermal comfort maps. Optionally, a data acquisition device 106 is connected to an electronic control unit (ECU) of vehicle 102, thereby controlling various functions. These various functions include, but are not limited to, HVAC systems, opening and closing of glazing, activation and deactivation of IR/visible/UV modulating glazing, for example.

In one embodiment, display device 108 and remote portable device 110 can display vehicle 102 parameters, data, thermal comfort maps, geographic location, time and date.

The thermal comfort map is used to control the operating schedule of the HVAC system or adjust the design of the HVAC system of the vehicle 102, thereby achieving thermal comfort with efficient energy consumption and cost efficiency. do. In some implementations, the system 100 collects data such as mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD), and parameters such as air temperature, A HVAC system may be controlled by utilizing a thermal comfort map that takes into account air velocity, relative humidity, glove temperature, surface temperature, surface heat flux, net radiation, and solar radiation. In one embodiment, visualization of the thermal comfort map allows one to see where settings can be adjusted in the HVAC system.

In an alternative embodiment, data acquisition device 106 has one or more sensor devices 104 as an integrated system. The integrated system reduces hardware and communication complexity at the data acquisition device 106 when the sensor device 104 is placed in close proximity or adjacent to the data acquisition device 106 . Net radiant sensors, globe radiant sensors, which require some computation of measurement parameters by several sensor devices 104, e.g., data acquisition device 106, improve transmission speed, reduce overall size, and portability is preferably integrated into the data acquisition device 106 to improve the In such implementations, data acquisition device 106 still includes transceiver unit 114 for communication with external wireless sensor device 104 and remote server 112 .

In one embodiment, the analysis unit 118 of the data acquisition device 106 can optionally predict energy efficient energy thermal comfort and cost effective thermal comfort of the vehicle 102 . Energy efficient energy thermal comfort or cost effective thermal comfort may be used to control the operating schedule of the HVAC system or adjust the design of the HVAC system of the vehicle 102, thereby achieve thermal comfort with reasonable energy consumption or cost efficiency.

Occupant comfort is influenced not only by thermal comfort, but also by other comforts, such as visual comfort, acoustic comfort, and air quality comfort. In other embodiments of the present disclosure, the system 100 is designed to reduce all four essential factors that affect occupant comfort in the vehicle 102, including visual comfort, acoustic comfort, and air quality comfort. measurement can be performed. The system 100 also has facilities for generating visual comfort maps, acoustic comfort maps, and air quality comfort maps for the vehicle 102 . Sensor device 104 is further configured to measure at least one of parameters including air quality, light, and noise. Sensor devices 104 include light sensors, noise sensors, rain sensors, and volatile organic compound (VOC) sensors. The data acquisition device 106 is optionally configured to calculate at least one of the data based on the parameters measured by the sensor device 104, which data include light intensity, sound level, and the amount of volatile organic compounds (VOCs) in the air. Data acquisition device 106 generates at least one of maps including visual comfort, acoustic comfort, and air quality comfort of vehicle 102 based on the calculated data.

According to an exemplary embodiment, a data acquisition device communicates with a remote server to determine air quality within the vehicle and to provide notifications regarding HVAC maintenance based on the measured parameters. Additionally, the data acquisition system can be activated by moisture sensors to detect rain and optimize thermal comfort values within the vehicle. The data acquisition system may be configured to provide notification of HVAC system failures or engine failures. Data from the data acquisition system is used for vehicle diagnostics to evaluate the HVAC behavior of the vehicle, the effect of different glazing in the vehicle on the vehicle's thermal profile, and the thermal asymmetry values for different types of glazing. be able to.

The present disclosure may further include comfort level assessment and visualization. A thermal comfort map can provide the comfort level of the vehicle 102 . For example, a thermal comfort map based on the calculated PMV can provide comfort levels as shown in FIG. Data acquisition device 106 may be involved in assessing comfort levels based on thermal comfort maps. The comfort level was "comfortable - neutral", "uncomfortable - slightly warm", "uncomfortable - slightly warm", "uncomfortable - hot", "uncomfortable - very hot". , “unpleasant-cool” and “unpleasant-cold”. An alarm alerts the occupants as to their comfort level in the vehicle 102 . In some alternative implementations, data acquisition device 106 or remote server 112 is adapted to provide a comfort level warning to display device 108 and/or remote portable device 110 .

FIG. 7 is a flowchart for determining thermal comfort of vehicle 102 . A method 700 is provided for determining thermal comfort of the vehicle 102 . The method includes a first step 702 of determining a particular area on the vehicle 102 for mounting a plurality of sensor devices 104, wherein at least one of the sensor devices 104 is positioned on a windshield of the vehicle 102. embed in A second step 704 includes simultaneously measuring multiple parameters of the vehicle 102 by multiple sensor devices 104 located on the vehicle 102, wherein the parameters include air temperature, air velocity, relative Examples include, but are not limited to, humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation. A third step 706 includes wirelessly transmitting 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 includes storing the parameters by the storage unit 116 of the data acquisition device 106 . A sixth step 712 includes performing an analysis of the parameters by the analysis unit 118 of the data acquisition device 106, which, based on the parameters, converts the data, e.g., mean radiant temperature, working temperature, equivalent temperature, expected mean Including calculating the self-reported (PMV) and the predicted dysphoric rate (PPD). A seventh step 714 includes generating a thermal comfort map for the vehicle 102 based on the calculated data and measured parameters. Finally, an eighth step 716 includes using the thermal comfort map to control the HVAC system operation plan or adjust the HVAC system design of the vehicle 102 to thereby achieve thermal comfort. In one embodiment, the thermal comfort map is used to control the vehicle 102 HVAC system operation plan or adjust the design of the HVAC system, thereby achieving thermal comfort.

FIG. 8 is a flow chart of using a thermal comfort map to control the HVAC system operating schedule or adjust the HVAC system design of the vehicle 102, thereby achieving thermal comfort. A method 800 is provided for using a thermal comfort map to control the HVAC system operating schedule or adjust the HVAC system design of the vehicle 102, thereby achieving thermal comfort. Method 800 includes a first step 802 of calculating optimal data ranges for thermal comfort by analysis unit 118 . A second step 804 involves calculating the deviation between the data and the optimal data range for thermal comfort. A third step 806 includes calculating a set point for thermal comfort for the HVAC system. Set points include temperature, air velocity, and air flow mode. A fourth step 808 includes displaying the setpoints on display device 108 or remote portable device 110 . A fifth step 810 includes adjusting the HVAC system to a set point. The HVAC system can be manually or automatically adjusted to a set point.

In one embodiment, the thermal comfort map is also used to control the openable glazing of vehicle 102 . The thermal comfort map is compared to the external environment of the vehicle 102 (air temperature, air velocity, relative humidity, glove temperature, surface temperature, surface heat flux, solar radiation, and net radiation). The offset between the thermal comfort map of the vehicle 102 and the external environment is used to determine cooling times. The glazing is held open for a specified period of time, thereby increasing the rate at which the interior of the vehicle 102 cools. After reaching thermal equilibrium between the thermal comfort map and the external environment, the glazing is closed.

In one embodiment, the thermal comfort map is also used to control the functional glazing of vehicle 201 . Functional glazing is glazing that allows for tint control or transparency control. The thermal comfort map is compared to the external environment of the vehicle 102 (air temperature, air velocity, relative humidity, glove temperature, surface temperature, surface heat flux, solar radiation, and net radiation). The offset between the thermal comfort map and the external environment is used to determine the length of time that the glazing remains in an active state (activated opacity or a particular tint level), thereby increase the cooling rate of the interior of the After reaching thermal equilibrium between the thermal comfort map and the external environment, the functional glazing is deactivated.

One of the distinguishing features of method 700 is performing a parametric analysis by analysis unit 118 to evaluate thermal asymmetry. Thermal asymmetry is the difference in measured parameters (air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation) between any two locations on the vehicle 102. or differences in calculated data (mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD)). 9A and 9B show an exemplary thermal asymmetry of vehicle 102 based on air temperature distribution. Vehicle 102 is divided into three vertical planes and three horizontal planes. Thermal asymmetry is evaluated based on the air temperature within the vehicle 102 . FIG. 9A is a cross-sectional view showing thermal asymmetry in the three horizontal planes HP1, HP2 and HP3 of the vehicle. FIG. 9B is a cross-sectional view showing thermal asymmetry in the three vertical planes VP1, VP2 and VP3 of the vehicle. The air temperature at HP1 is higher than at HP3. In contrast, air temperature across the vertical plane is symmetrical.

Another distinguishing feature of method 700 is that the analysis of parameters by analysis unit 118 includes predicting energy efficient thermal comfort. Energy-efficient thermal comfort is measured using the calculated data (mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD)) and energy to operate the HVAC system. A trade-off point between consumption and finding the optimal set point value for the HVAC system to reduce energy consumption while maintaining thermal comfort within an acceptable data range. means that

FIG. 10 is a flowchart for predicting energy efficient thermal comfort of vehicle 102 . A method 1000 is provided for determining energy efficient thermal comfort of a vehicle 102 . A first step 1002 of the method 1000 includes calculating, by the analysis unit 118, the energy consumption of the HVAC system of the vehicle 102. FIG. Energy consumption is the consumption of energy or power to operate the HVAC system over a specified period of time. A second step 1004 includes calculating optimal data ranges for thermal comfort and energy efficient data ranges. A third step 1006 includes calculating the data and the deviation between the optimal data range and the energy efficient data range for thermal comfort. 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 set points for energy efficient thermal comfort for the HVAC system. A fifth step 1010 includes displaying the setpoints on display device 108 or remote portable device 110 . A sixth step 1012 includes adjusting the HVAC system to the set point.

Another distinguishing feature of method 700 is that the analysis of parameters by analysis unit 118 includes predicting thermal comfort in a cost-effective manner. Cost-effective thermal comfort is a trade-off point between vehicle glazing performance and the cost of operating the HVAC system, the trade-off being to maintain thermal comfort within the optimal data range. , means finding the set point value of the HVAC system for efficient cost.

FIG. 11 is a flowchart for predicting cost-effective thermal comfort of vehicle 102 . A method 1100 is provided for determining cost-effective thermal comfort of a vehicle 102 . Method 1100 includes a first step 1102 , which includes calculating energy consumption of the HVAC system of vehicle 102 . A second step 1104 includes calculating optimal data ranges, energy efficient data ranges for thermal comfort, for glazings with different performance. It also includes calculating the cost of operating the HVAC system for glazing with different performance. Glazing performance includes the heat cut provided by the glazing in 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 calculates the deviation between data, optimal data ranges, and energy efficient data ranges for thermal comfort for different glazings, and operating or redesign costs for HVAC systems. Including calculating. 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 the optimal energy efficient thermal comfort set points for the different glazings and operating or redesign costs for the HVAC system. A fifth step 1110 includes displaying on the display device 108 and/or the remote portable device 110 setpoints for different glazing and operating or redesign costs for the HVAC system.

<Example 1 - Thermal comfort system>
The disclosure is explained in more detail below with reference to examples. However, it should be understood that this disclosure is not in any way limited by such specific illustrations.

A system 100 is provided to generate a thermal comfort map for a vehicle 102 . Various parameters were measured using the high-precision sensor device 104 . The sensor devices 104 used were an air temperature sensor, a relative humidity sensor, a glove temperature sensor and air velocity. The parameters measured by these sensor devices 104 are air temperature, relative humidity, glove temperature, and air velocity. Each of the sensor devices 104 described above were placed in the dashboard, trunk, seats and steering wheel of the vehicle and measured parameters at these locations. In addition, each sensor device 104 was held at foot, thigh, and face level. Sensor device 104 simultaneously measured air temperature, relative humidity, glove temperature, and air velocity. The measured parameters were sent to data acquisition device 106 . The data acquisition device 106 was configured to calculate mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD).

A thermal comfort map is generated that shows the distribution of mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD) for different schedules of the vehicle 102 . Parameters were measured for four schedules of vehicle 102 . The vehicle 102 schedule is a combination of soaking, cooling, parking and running. Soaking refers to placing the vehicle 102 in environmental conditions where the HVAC system is not operating. Cooling indicates that the vehicle's 102 HVAC system is operating. The four schedules for the vehicle 102 whose parameters were measured are soak+park, cool+run, resoak+park, and recool+park. Data acquisition device 106 was configured to calculate mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD) for all four schedules of ride 102. . FIG. 12 is a graph showing exemplary data plots of working temperature. FIG. 13 is a graph showing exemplary data plots of average radiant temperature. FIG. 14 is a graph showing exemplary data plots of equivalent temperatures. FIG. 15 is a graph showing exemplary data plots for PMV. FIG. 16 is a graph showing exemplary data plots for PPD. From the graphs illustrated in FIGS. 12-16, the average radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD) are in between is observed to decrease.

In this Example 1, the average radiant temperature as shown in FIG. 13 was used to tune the HVAC system of the vehicle 102 . The data acquisition device 106 calculated the optimal average radiant temperature range for thermal comfort. The optimum average radiant temperature range for thermal comfort is historical data, or a predetermined data range for thermal comfort for a particular HVAC system, or a given data range set by the user. For a given data range, the HVAC system's operability can be calculated from existing HVAC specifications, or for historical data, the HVAC system's operability can be calculated by cooling + running and re-cooling over a period of time. + can be determined using the cooling rate derived from data acquired during the parking schedule. The optimum average radiant temperature range considered was 24°C to 26°C. The deviation between the optimal mean radiant temperature range and the mean radiant temperature data calculated from the cool+run or cool+park schedule was used to determine setpoints for the HVAC system. A setpoint is simply the temperature setting on the HVAC interface unit, or a combination of temperature, air velocity, or airflow mode, which may be manual or automatic. For this experiment, an average radiant temperature range of 32° C.-34° C. was reached within 15 minutes of HVAC operating time. Based on the deviation, the HVAC system needs to operate under the same set temperature value for an additional 7-10 minutes to achieve the optimum average radiant temperature range of 24°C-26°C. Similarly, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD) can also be used to determine the optimal setpoint for the HVAC system. Accordingly, the system and method are useful for generating a thermal comfort map and using the thermal map to tune an HVAC system.

<Example 2 - Thermal comfort asymmetry>
Data acquisition device 106 was configured to calculate operating temperatures for different locations within vehicle 102 for the four schedules. The two different locations were the front and rear of the vehicle. FIG. 17 is a graph showing exemplary data plots of operating temperatures for the front and rear of vehicle 102 for four schedules. Thermal asymmetry is the difference in operating temperatures at the front and rear of vehicle 102 .

<Example 3 - Thermal comfort system>
A system 100 is provided for generating a thermal comfort map of a vehicle 102. FIG. Various parameters were measured using the high-precision sensor device 104 . The sensor devices 104 used were an air temperature sensor, a relative humidity sensor, a glove temperature sensor, and an air velocity sensor. The parameters measured by these sensor devices 104 were air temperature, relative humidity, glove temperature, and air velocity. Each of the sensor devices 104 described above was placed in the dashboard, front passenger area, and rear passenger area of the vehicle, and parameters were measured at these locations. Sensor device 104 simultaneously measured air temperature, relative humidity, glove temperature, and air velocity. The measured parameters were sent to data acquisition device 106 . Data acquisition device 106 was configured to calculate mean radiant temperature, working temperature, and equivalent temperature.

A thermal comfort map was generated showing the distribution of mean radiant, working and equivalent temperatures for three regions of the vehicle 102 . The three areas are the front dashboard, the front passenger area, and the rear passenger area. Parameters were measured for two schedules: parking and cooling the vehicle 102 . Data acquisition device 106 was configured to calculate average radiant, working, and transmitted temperatures for all three regions of vehicle 102 . FIG. 18 is a contour map showing an exemplary data plot of operating temperature during parking. FIG. 19 is a contour map showing exemplary data plots of working temperature during cooling. FIG. 20 is a contour map showing an exemplary data plot of average radiant temperature during parking. FIG. 21 is a contour map showing an exemplary data plot of average radiant temperature during cooling. FIG. 22 is a contour map showing an exemplary data plot of equivalent temperature during parking. FIG. 23 is a contour map showing an exemplary data plot of equivalent temperature during cooling. Additionally, the thermal comfort map can be enhanced with surface temperature sensors and IR image sensors and/or occupancy sensors. In addition to surface temperature data, IR image sensors can also provide the number of occupants in the vehicle.

<Example 4 - Energy efficient and cost effective thermal comfort>
In Example 1, the HVAC system can also be tuned for energy efficient and cost effective thermal comfort.

Considering the different glazings, the operating temperature data for the different glazings, the energy consumption of the HVAC system were calculated. For example, consider three glazings G1, G2 and G3 with different total solar energy transmission (TTS), TTS(G1)>TTS(G2)>TTS(G3). For example, G1 is base glass with no coating, G2 is TSA3+ glazing with relatively high IR absorption and thermal comfort, and G3 is glazing with a reflective coating such as silver.

The working temperature is directly dependent on the TTS value of the glazing, indicating a relatively higher reduction in heat/heating energy through the glazing (heat cut) for high performance glazing when compared to standard. . Due to the reduced TTS, the operating temperature inside the vehicle is reduced with improved heat cut from the glazing. Also, with changes in operating temperature, the fuel energy required to maintain the air conditioning in the vehicle at a thermal comfort temperature changes. Therefore, the greater the temperature reduction compared to standard glazing, the less time it will take to reach a sufficient thermal comfort temperature. In FIG. 24A the heat cut, the working temperature inside the vehicle and the energy consumption required to maintain the desired temperature inside the vehicle are shown schematically. Energy consumption refers to fuel utilized by the HVAC system. The intersection of three parameters is proposed as an energy efficient thermal comfort zone. Accordingly, the present disclosure provides a method for achieving energy efficient and cost effective thermal comfort. This can be used to select the optimum glazing for energy efficiency and cost efficiency.

FIG. 24B shows an example of a cost effective thermal comfort model. Typically, the thermal comfort temperature is maintained at the expense of constant AC load, thus affecting fuel economy and overall efficiency of the system. Thermal comfort can be maintained at relatively reduced AC loads through the use of thermal control glazing. In the example, the cost for the cost of glazing is approximately G3>>G2>>G1. The cost of glazing is relatively low for standard like G1 when compared to high performance glazing like G2, G3, but the cost of AC to maintain thermal comfort temperature or in terms of AC The load is relatively high when compared to others. Therefore, the intersection of these two parameters as shown in FIG. 24B is the point where the balance between cost investment and HVAC operating cost is optimal.

In another experiment, the relationship between soaking time and cooling time was determined, as shown in Table 1, for different glazings P1, P2, P3, P4, P5. Proposals P1, P2, P3, P4 have IR absorption properties and P5 has reflection properties.

表１に関して、異なるセットのグレージングに関して、自動車キャビンに関するＨＶＡＣ負荷を算出した。図２５で見られるとおり、ＨＶＡＣ負荷又は冷却負荷は、グレージングＰ４（提案４）、Ｐ５（提案５）に関して比較的低いことが観察された。

With respect to Table 1, the HVAC load for the vehicle cabin was calculated for different sets of glazing. As can be seen in Figure 25, the HVAC load or cooling load was observed to be relatively low for glazing P4 (proposal 4), P5 (proposal 5).

<Example 5: Thermal asymmetry data>
Thermal asymmetry data were determined by the sensor for different sets of glazings P1, P2 and P4, as shown in Table 2.

A thermal asymmetry map displayed by the analysis unit of the wireless system for thermal measurements for the measurements shown in Table 2 is shown in FIG. With respect to FIG. 26, the thermal asymmetry for P1 TSANx, P2 TSA3+, and P3 TSA3+ glazing (showing all windshield, sidelight, and backlight combinations). Thermal asymmetry is observed to be highest for basic glazings without coatings.

Not all operations described above in a general description or illustration are required, portions of specific operations may not be required, and one or more further operations may be performed in addition to those described above. It is necessary to keep this in mind. Furthermore, the order in which the operations 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, these benefits, advantages, solutions to problems, and any feature that may give rise to or give rise to any benefit, advantage, or solution to any or all of the claims shall not be construed as an important, necessary, or essential feature of

The specification and illustrations of the embodiments described herein are intended to provide a general understanding of the construction of various aspects. The specification and examples are not intended to serve as an exhaustive and exhaustive description of all of the elements and features of the devices and systems using the structures or methods described herein. Certain features that are, for clarity, described in this specification in the context of separate embodiments may also be provided in combination in a single embodiment. Conversely, various features that are, for brevity's sake, described in the context of a single embodiment, may also be provided separately or in any combination. Further, reference to values stated in ranges include every value within that range. Many other embodiments will become apparent to those of skill in the art only after reading this specification. Other embodiments may be used and derived from the present disclosure, and structural, logical, or other changes may be made, without departing from the scope of the present disclosure. Accordingly, the present disclosure is to be considered illustrative rather than restrictive.

The descriptions in conjunction with the drawings are provided to aid understanding of the teachings disclosed herein and are provided to aid in explaining the teachings and should not be construed as a limitation on the scope or availability of the teachings. . However, other teachings can certainly be used in this application.

As used herein, the terms "comprising", "comprising", "including", "including", "having", "having" or any other variation thereof , is intended to encompass non-exclusive inclusion. For example, a method, article, or apparatus that includes a list of features is not necessarily limited to only those features, nor are other features not explicitly recited or specific to such method, article, or apparatus. can include features of Further, unless expressly stated to the contrary, "or" means an inclusive "or" and not an exclusive "or." For example, condition A or B is satisfied if: A is true (or exists) and B is false (or does not exist), A is false (or does not exist) and B is true ( or exists) and both A and B are true (or exist).

Also, use of "a" or "an" are employed to describe elements and components described herein. This is done merely for convenience and to give a general sense of the scope of the invention. This description should be read to include one or at least one, including the plural and vice versa unless it is obvious that it is meant otherwise. For example, where a single item is listed herein, two or more items may be used in place of the single item. Similarly, where more than one item is listed herein, a single item may be used in place of the two or more items.

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 invention belongs. The materials, methods, and examples are illustrative only and not intended to be limiting. Where specific details regarding particular materials and processing practices are not given, such details may include conventional approaches that may be found in the literature and other sources within the manufacturing arts.

Although aspects of the disclosure have been particularly shown and described with reference to the foregoing embodiments, various modifications of the disclosed machines, systems, and methods can be made without departing from the spirit and scope of the disclosure. It will be appreciated by those skilled in the art that additional embodiments may be contemplated. Such embodiments are to be considered within the scope of this disclosure as determined based on the scope of the claims and any equivalents thereof.

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 Storage Unit 118 Analysis Unit 120 Global Positioning Device 122 Timer Circuit 700 Method 702 Process 704 Process 706 Process 708 Process 710 Process 712 Step 714 steps 716 process 7002 step 802 step 804 process 806 process 806 steps 808 steps 808 process 1002 process 1002 process 1004 process 1006 process 1006 steps 1012 steps Plane HP3 Horizontal plane VP1 Vertical plane VP2 Vertical plane VP3 Vertical plane

Claims (38)

A wireless system (100) for generating a thermal comfort map of a vehicle (102),
Said system:
a plurality of high precision sensor devices (104) configured to simultaneously measure a plurality of parameters;
and a data acquisition device (106) having:
a transceiver unit (114)
a storage unit (116), and an analysis unit (118)
has
at least one of said sensor devices (104) is embedded in a windshield of said vehicle (102);
the parameters are air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation, and net radiation;
The data acquisition device (106) is configured to calculate data based on the parameters and to generate the thermal comfort map of the vehicle (102) based on the calculated data and the measured parameters. has been
The data include mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD).
A wireless system (100). The sensor device (104) of claim 1, wherein the sensor device (104) is an air temperature sensor, an air velocity sensor, a relative humidity sensor, a globe temperature sensor, a surface temperature sensor, a surface heat flux sensor, a net radiation sensor, a solar radiation sensor, or a combination thereof. A wireless system (100) for generating a thermal comfort map of a vehicle (102) according to Claim 1. at least one of said sensor devices (104) is embedded in a windshield of said vehicle (102), thereby measuring the temperature of said windshield;
A wireless system (100) for generating a thermal comfort map for a vehicle (102) according to claim 1. A wireless method for generating a thermal comfort map of a vehicle (102) according to claim 1, wherein said sensor device (104) is positioned based on dimensions, interior, schedule and time of day of said vehicle (102). System (100). For generating a thermal comfort map for a vehicle (102) according to claim 1, wherein said data acquisition device (106) is configured to transmit, receive, store and analyze said parameters. wireless system (100). A wireless system for generating a thermal comfort map of a vehicle (102) according to claim 1, wherein said data acquisition device (106) performs real-time calculations of said data received from said sensor device (104). (100). the thermal comfort map is a distribution of at least one or a combination of data and parameters across the vehicle (102);
The data includes mean radiant temperature, working temperature, equivalent temperature, predicted mean declaration (PMV), and predicted discomfort rate (PPD),
The parameters include air temperature sensors, air velocity sensors, relative humidity sensors, globe temperature sensors, moisture sensors, surface temperature sensors, surface heat flux sensors, net radiation sensors, and solar radiation sensors.
A wireless system (100) for generating a thermal comfort map for a vehicle (102) according to claim 1. A wireless system (100) for generating a thermal comfort map of a vehicle (102) according to claim 1, optionally comprising a display device 108 for displaying said parameters and said thermal comfort map. 11. A wireless system for generating a thermal comfort map of a vehicle (102) according to claim 10, wherein said display device (108) is integrated into said vehicle (102) and/or a remote portable device (110). (100). 10. A wireless system for generating a thermal comfort map of a vehicle (102) according to claim 9, wherein said remote portable device (110) is a computer, mobile, laptop, tab, smartwatch, or AR glasses. 100). 2. A wireless system for generating a thermal comfort map of a vehicle (102) according to claim 1, wherein said data acquisition device (106) can be simultaneously paired to one or more said remote portable devices (110). System (100). 10. The vehicle (102) of claim 9, wherein the remote portable device (110) is configured to send control commands to the data acquisition device (106) and to initiate operation of the HVAC. A wireless system (100) for generating a thermal comfort map. 9. A method for generating a thermal comfort map of a vehicle (102) according to claim 8, wherein said display device (108) is integrated into a dashboard, windshield or seat back of said vehicle (102). A wireless system (100). For generating a thermal comfort map of a vehicle (102) according to claim 1, wherein said data acquisition device (106) optionally comprises a display unit (108) for displaying said thermal comfort map. A wireless system (100). A thermal comfort map for a vehicle (102) according to claim 1, wherein the sensor device (104), the data acquisition device (106), and the display device (108) are connected via a wireless communication protocol. A wireless system (100) for generating 18. A wireless system (100) for generating a thermal comfort map of a vehicle (102) according to claim 17, wherein said wireless communication uses a short range or long range wireless communication protocol. A wireless system (100) for generating a thermal comfort map of a vehicle (102) according to claim 1, optionally comprising a global positioning device (120) for determining a geographical position of said vehicle (102). ). and optionally comprising a timer circuit (122), said timer circuit (122) providing the time and date of said measured parameter, said calculated data and said thermal comfort map. A wireless system (100) for generating a thermal comfort map of a vehicle (102) according to Claim 1. 2. The method of claim 1, optionally comprising a remote server (112) for storing said parameters, said calculated data and for generating said thermal comfort map. A wireless system (100) for generating a thermal comfort map for a vehicle (102). A thermal comfort map for a vehicle (102) according to claim 1, wherein said parameters from sensor devices (104) can be stored in one of said sensor devices (104) or said data acquisition device (106). A wireless system (100) for generating A wireless system (100) for generating a thermal comfort map for a vehicle (102) according to claim 1, wherein the thermal comfort map can also be stored in the data acquisition device (106). 2. The vehicle of claim 1, wherein the thermal comfort map is used to control an HVAC system operating plan or adjust an HVAC system design of the vehicle (102), thereby achieving the thermal comfort. A wireless system (100) for generating a thermal comfort map of (102). 2. The analysis unit (118) of the data acquisition device (106) is optionally capable of predicting energy efficient energy thermal comfort and cost effective thermal comfort of the vehicle (102). A wireless system (100) for generating a thermal comfort map for a vehicle (102) as described in . The energy efficient energy thermal comfort or the cost effective thermal comfort is used to control an HVAC system operating schedule or adjust an HVAC system design of the vehicle (102), thereby providing an efficient A wireless system (100) for generating a thermal comfort map of a vehicle (102) according to claim 23, achieving thermal comfort with energy consumption or cost efficiency. A wireless system (100) for generating maps of visual comfort, acoustic comfort, and air quality comfort of a vehicle (102), comprising:
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 the windshield of the vehicle (102), and
calculating 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 calculating, based on the calculated data, the vehicle A data acquisition device (106) configured to generate at least one of a map including visual comfort, acoustic comfort, and air quality comfort of (102). 26. The visual comfort of a vehicle (102) according to claim 25, wherein optionally at least one of said sensor devices (104) is a light sensor, a noise sensor, a rain sensor and a volatile organic compound (VOC) sensor; A wireless system (100) for generating acoustic comfort and air quality comfort maps. Optionally, generating a thermal comfort map for a vehicle (102) according to claim 1, wherein said data acquisition device (106) is adapted to assess a comfort level based on said thermal comfort map. A wireless system (100) for The comfort level is "comfortable - neutral", "uncomfortable - slightly warm", "uncomfortable - slightly warm", "uncomfortable - hot", "uncomfortable - very hot" 28. A wireless system (100) for generating a thermal comfort map of a vehicle (102) according to claim 27, defined as "unpleasant-cool" and "unpleasant-cold". optionally, said data acquisition device (106) and/or remote server (112) are configured to provide a comfort level warning to said display device (108) or said remote portable device (110); A wireless system (100) for generating a thermal comfort map of a vehicle (102) according to claim 27. 28. The vehicle (102) of claim 27, wherein optionally the data acquisition device (106) and/or remote server (112) are configured to perform HVAC diagnostics and provide notifications for maintenance. ) for generating a thermal comfort map. A method (700) of determining thermal comfort of a vehicle (102), comprising:
determining a specific area on said vehicle (102) for mounting a plurality of sensor devices (104), wherein at least one of said sensor devices (104) is attached to a windshield of said vehicle (102); embed;
simultaneously measuring a plurality of parameters of the vehicle (102) by a plurality of the sensor devices (104) located in the vehicle (102), wherein the parameters include air temperature, air velocity, include, but are not limited to, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation, and net radiation;
wirelessly transmitting said parameters by said plurality of sensor devices (104);
wirelessly receiving said parameters by a transceiver unit (114) of a data acquisition device (106);
storing the parameters by a storage unit (116) of the data acquisition device (106);
Said parameters are analyzed by an analysis unit (118) of said data acquisition device (106), whereby, based on said parameters, data, e.g. , and calculating the Predicted Discomfort Rate (PPD);
generating a thermal comfort map of the vehicle (102) based on the calculated data and the measured parameters; and
Using the thermal comfort map to control an HVAC system operating plan or adjust an HVAC system design of the vehicle (102), thereby achieving the thermal comfort. A method (700) for determining thermal comfort of a vehicle (102) according to claim 30, wherein performing analysis of said parameters by said analysis unit (118) comprises evaluating thermal asymmetry. 32. The vehicle (102) of claim 31 , wherein the thermal asymmetry is a difference in measured parameters or calculated data between any two locations on the vehicle (102). A method (700) for determining thermal comfort. 31. A method (700) for determining thermal comfort of a vehicle (102) according to claim 30, wherein analyzing said parameters comprises predicting energy efficient thermal comfort by said analysis unit (118). . The energy efficient thermal comfort is the trade-off point between the calculated data and the energy consumption to operate the HVAC system, the trade-off being the thermal comfort within the optimal data range. 34. A method (700) for determining thermal comfort of a vehicle (102) according to claim 33, comprising finding a set point value for an HVAC system to reduce energy consumption while maintaining performance. 34. The method of determining thermal comfort of a vehicle (102) according to claim 33, wherein analyzing said parameters optionally comprises predicting a cost effective thermal comfort by said analysis unit (118). (700). The cost-effective thermal comfort is a trade-off between the performance of the vehicle's glazing and the cost of operating the HVAC system, and the trade-off is the thermal comfort within the optimal data range. 36. A method (700) for determining thermal comfort of a vehicle (102) according to claim 35, comprising finding a set point value for an HVAC system for cost efficiency while maintaining performance. The energy efficient thermal comfort or the cost effective thermal comfort is used to control an HVAC system operating schedule or adjust an HVAC system design of the vehicle (102), thereby providing energy efficient thermal comfort. 34. A method (700) for determining thermal comfort of a vehicle (102) according to claim 33, wherein thermal comfort is achieved with consumption or cost efficiency.

Images