KR20220031055A - A wireless system and method for generating a thermal comfort map of a vehicle - Google Patents

Abstract

The wireless system 100 for generating 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 devices 104 are configured to simultaneously measure a plurality of 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 incorporated in a windshield of the vehicle 102 . The data acquisition device includes a transceiver unit 114 , a storage unit 116 and an analysis unit 118 . The data acquisition device calculates data including an average radiant temperature, an operating temperature, an equivalent temperature, a predicted average feeling of warmth (PMV) and a predicted percentage dissatisfaction (PPD) based on the parameters, and based on the calculated data and the measured parameters to generate a thermal comfort map of the vehicle 102 .

Description

A wireless system and method for generating a thermal comfort map of a vehicle

The present disclosure relates to a system and method for generating a thermal comfort map of a vehicle. More specifically, this patent disclosure relates to a wireless system for controlling or modifying an HVAC system to achieve thermal comfort with efficient energy consumption.

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

Vehicles have become an integral part of everyday life. As mobility increases, people spend more time inside vehicles. This draws more attention to the comfort of the occupants inside the vehicle. The four main comforts for occupants are thermal comfort, visual comfort, acoustic comfort and air quality comfort. Of all comforts, thermal comfort is of the utmost importance to the occupants of a vehicle, as it can primarily affect the health and efficiency of the occupants. Many health problems are reported every year because of the 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 a plurality of senses, and is secured by all factors affecting the thermal condition experienced by the occupant. Because people are different, even under the same conditions, perceived thermal sensations can be different. This means that the environmental conditions required to achieve comfort are not the same for everyone.

Traditionally, methods and systems for assessing, monitoring or measuring thermal comfort in vehicles involve measuring air temperature at the level of the head and feet using sensors. The main purpose of such measurements is to determine how quickly the temperature increases or decreases in a cold or warm vehicle. Another objective is to study the difference between the temperature at the foot level and the head level, and also to establish when the temperature reaches the thermal comfort level.

However, a drawback of the above approach is that only one or two of the necessary parameters related to the sensation of thermal comfort are measured. For example, traditional methods only measure air temperature. By measuring only air temperature, any effects of air velocity, radiation (cold or hot), relative humidity and surface temperature are neglected, and the measurements may lead to false conclusions.

Recently, efforts have been made to estimate thermal comfort in a vehicle by measuring each environmental parameter. There are various evaluation approaches that take into account all environmental parameters to measure thermal comfort. Such approaches are outlined in International Organization for Standardization (ISO) standards, American national standards (ANSI) and European standards. The main thermal comfort standards are ISO 7730, ANSI/ASHRAE standard 55 and EN 1525. Typically, all thermal comfort standards are based on an approach in which a combination of air temperature, average radiant temperature, relative humidity and air velocity is used to estimate thermal comfort. There is a large cross-correlation between all these parameters. Thermal comfort can be obtained by correlating all these parameters.

Another key point to remember is that the evaluation of thermal comfort in vehicles is much more complex than in buildings. Despite taking into account more environmental parameters to approach thermal comfort, drawbacks with the above approaches are that they take very little account of factors affecting environmental parameters in the vehicle. The glazing area in the vehicle is large compared to the cabin surface. Sunlight incident from the glazing has a significant effect on the thermal environment of the vehicle. The orientation of the vehicle with respect to the position of daylight is also continuously changed. Thus, the thermal environment in the vehicle also depends on the solar irradiation incident through the window or windshield. Moreover, since vehicles are more compact than buildings, the thermal environment inside the vehicle also depends heavily on the surface temperature and heat flux of the seats, steering wheel, dashboard, windshield and windows.

In addition to just methods and systems for measuring, monitoring and evaluating thermal comfort inside vehicles, there are several studies on the use of thermal comfort studies to control HVAC systems. Patent US5988517 describes an HVAC control system for achieving thermal control using a thermal comfort model. The thermal comfort model is calculated using the interior temperature, setpoint temperature, ambient temperature and sunlight load. One disadvantage is that the thermal comfort model disclosed in US5988517 does not take into account all environmental parameters that influence the thermal scenario of the vehicle. Consequently, using a thermal comfort model that considers only a few parameters would be wrong and would also lead to false conclusions. Such models will only adjust the HVAC system to maximum cooling or heating. Subsequent to this, this will further lead to a lot of energy wastage.

Additionally, thermal comfort systems inside current vehicles include sensors for measuring parameters, a computing device with software for analyzing parameters to evaluate thermal comfort, and a display device for visualizing thermal comfort. includes Such systems are required for real-time and multi-point analysis. Currently, sensors, computing devices and display devices are kept in close proximity to evaluate and visualize thermal comfort. An operator monitoring thermal comfort must be present in the vicinity of the system to visualize thermal comfort. Accordingly, such systems have limitations related to the measurement and visualization of thermal comfort when the vehicle is traveling or when the vehicle is moved from one location to another.

Moreover, the sensors, computing device and visualization device are connected via physical wires. Physical wires in a vehicle can cause a lot of inconvenience to occupants in the vehicle. Due to the above facts, such systems are neither occupant friendly nor operator friendly.

As a result, it is necessary to accurately evaluate the thermal comfort of the vehicle in consideration of all environmental factors affecting the thermal condition of the vehicle. There is also a need to control the HVAC system of a vehicle using precise thermal comfort values that are energy efficient. Additionally, there is a need for a wireless thermal comfort measurement system that is friendly to both occupants and operators.

The present disclosure provides a wireless system for generating a thermal comfort map of a vehicle comprising a plurality of high precision sensor devices and a data acquisition device. The sensor devices are configured to simultaneously measure a plurality of 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 incorporated in the windshield of the vehicle. The data acquisition device includes a transceiver unit, a storage unit and an analysis unit. The data acquisition device determines the mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (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 for generating visual comfort, acoustic comfort and air quality comfort maps of a vehicle. The system includes at least one of the sensor devices configured to measure at least one of a parameter including air quality, light and noise. Preferably, at least one of the sensor devices is incorporated in the windshield of the vehicle. The data acquisition device calculates, based on the parameters, at least one of data including intensity of light, sound levels and amounts of volatile organic compounds (VOCs) in the air, and based on the calculated data the vehicle's and generate at least one of a map comprising visual comfort, acoustic comfort, and air quality comfort.

According to another aspect, the present disclosure provides a method of determining thermal comfort of a vehicle. The method includes first determining a specified area in a vehicle for mounting a plurality of sensor devices. At least one of the sensor devices is built into the windshield of the vehicle. Next, simultaneously measuring a plurality of parameters of the vehicle by means of a plurality of sensor devices located in the vehicle, wherein the parameters are air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and Including, but not limited to, net copying. Next, transmitting the parameters wirelessly by the plurality of sensor devices. Next, receiving the parameters wirelessly by a transceiver unit of the data acquisition device. Next, storing the parameters by a storage unit of the data acquisition device. Next, the parameter by an analysis unit of the data acquisition device, comprising calculating data such as average radiant temperature, operating temperature, equivalent temperature, predicted average feeling of warmth (PMV) and predicted percentage dissatisfied (PPD) based on the parameters step to analyze them. Next, generating a thermal comfort map of the vehicle based on the calculated data and the measured parameters. Finally, controlling the HVAC system operation plan or modifying the design of the vehicle's HVAC system using the thermal comfort map to achieve thermal comfort with efficient energy consumption.

The embodiments are illustrated by way of example and not limitation in the accompanying drawings.
1 is according to the present disclosure; A block diagram of a wireless system for generating a thermal comfort map of a vehicle.
2 is according to one of the embodiments of the present disclosure; It is a block diagram of a data acquisition device.
3 is an exemplary thermal comfort map of a vehicle based on a calculated average radiant temperature.
4 is according to one of the embodiments of the present disclosure; A block diagram of a wireless system for generating a thermal comfort map of a vehicle.
5 is according to one of the embodiments of the present disclosure; It is a block diagram of a data acquisition device.
6 is a diagram illustrating example comfort levels based on a PMV bar graph displaying numerical values for comfort levels between hot and cold, in accordance with one of the embodiments of the present disclosure.
7 is according to one of the embodiments of the present disclosure; It is a flowchart for determining the thermal comfort of a vehicle.
8 is according to one of the embodiments of the present disclosure; A flow chart of using a thermal comfort map to control a vehicle's HVAC system to achieve thermal comfort.
9A is an exemplary thermal asymmetry of a vehicle based on a distribution of air temperature.
9B is an exemplary thermal asymmetry of a vehicle based on a distribution of air temperature.
10 is according to one of the embodiments of the present disclosure; A flow chart for predicting energy-efficient thermal comfort.
11 is according to one of the embodiments of the present disclosure; A flow chart for predicting cost effective thermal comfort.
12 is a graph illustrating an exemplary data plot of operating temperature.
13 is a graph illustrating an exemplary data plot of mean radiant temperature.
14 is a graph illustrating an example data plot of equivalent temperature.
15 is a graph illustrating an example data plot of PMV.
16 is a graph illustrating an example data plot of a PPD.
17 is a graph illustrating an example data plot of thermal asymmetry.
18 is a contour map illustrating an example data plot of operating temperature during parking.
19 is a contour map illustrating an example data plot of operating temperature during cooling.
20 is a contour map illustrating an example data plot of mean radiant temperature during parking.
21 is a contour map illustrating an example data plot of average radiant temperature during cooling.
22 is a contour map illustrating an example data plot of equivalent temperature during parking.
23 is a contour map illustrating an example data plot of equivalent temperature during cooling.
24A illustrates the heat cut, the operating temperature inside the vehicle and the energy consumption required to maintain the desired temperature inside the vehicle.
24B illustrates an example of a cost effective thermal comfort model.
25 illustrates an example of HVAC load for an automobile cabin for different sets of glazings.
26 illustrates a thermal asymmetry map for a vehicle for different sets of glazings.
Skilled artisans appreciate that elements in the drawings are illustrated for simplicity and clarity and have not necessarily been drawn to scale. For example, the dimensions of some elements in the drawings may be exaggerated relative to other elements to help improve understanding of embodiments of the present disclosure.

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

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 in other portions of this specification and its definition provided in this section, the definition in this section shall control.

definitions

Thermal Comfort - Thermal comfort is a state of mind expressed in a thermal environment and is evaluated by subjective evaluation. Thermal comfort is a subjective term defined by a plurality of senses, and is secured by all factors affecting the thermal conditions experienced by the occupant, and therefore it is difficult to give a universal definition of this concept.

Thermal Comfort Map—The thermal comfort map can contain data (average radiant temperature, operating temperature, equivalent temperature, predicted average feeling of warmth (PMV) and predicted percentage dissatisfied (PPD)) and/or parameters (air temperature) on different components of the vehicle. sensor, air velocity sensor, relative humidity sensor, globe temperature sensor, surface temperature sensor, surface heat flux sensor, net radiation sensor, and solar radiation sensor), or a 3D thermal image showing the distribution of a combination thereof.

Air Temperature—Air temperature is defined as the average temperature of the air surrounding the body over time and location. The air temperature may be measured by, but not limited to, an IR radiation sensor, an IR sensor, an IR camera, a resistance temperature detector, and a thermocouple.

Air Velocity—Air velocity is defined as the average velocity of the air to which the body is exposed, over time and location.

Relative Humidity—Relative Humidity (RH) was 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.

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

Surface Temperature - Surface temperature is the temperature of a surface such as a steering wheel, seat, dashboard, window, windshield, headrest, floor, headliner, or airbag. The surface temperature may be measured by, but not limited to, an IR radiation sensor, an IR sensor, an IR camera resistance temperature detector, and a thermocouple.

Surface Heat Flux - Surface heat flux is the amount of thermal energy that passes through certain surfaces, 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/m2) received from sunlight in the form of electromagnetic radiation as reported in the wavelength range of the measuring instrument. Solar radiation is often accumulated over a given time period to report the radiant energy (joules per square meter, J/m2) emitted to the surrounding environment over that time period. This integrated solar radiation is called solar irradiation, solar exposure, solar insolation, or insolation.

Net Radiation - Net radiation is the heat received per unit area (watts per square meter, W/m2) on a surface such as a steering wheel, seat, dashboard, window, windshield, headrest, floor, headliner, or airbag.

Average Radiant Temperature—The average radiant temperature is the uniform temperature of a hypothetical black enclosure that causes the same heat loss as the real enclosure by radiation from the occupants. The average radiant temperature represents the glove sensor temperature and the average temperature of all objects surrounding the occupant (eg, steering wheel, seat, dashboard, window, windshield, headrest, floor, headliner, or airbag). do. The average radiation is calculated by using the following equation (ISO 7726 standard):

where T _r is the average radiation temperature, Ti is the surface temperature of the surrounding surface i, and Fp-i is the view factor between the person and the surface i .

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

where MRT is the mean radiation temperature in °C, GT is the glove temperature in °C, v _a is the air velocity at the level of the glove in m/s, e is the emissivity of the glove (dimensionless), and D is is the diameter of the glove (m), and T _a is the air temperature (°C).

Operating Temperature - Operating temperature is the combined effect of air and average radiant temperature, which can be measured directly by using an unheated globe temperature sensor. The operating temperature is calculated by using the following equation (CSN EN ISO 773):

where α _c , α _r [Wm ^-2 K ^{- 1} ] are the heat transfer coefficients by convection and radiation, respectively, on the body surface; t _a , t _r [°C] are the air temperature and the average radiation temperature, respectively.

Equivalent Temperature - Equivalent temperature expresses the combined effect of air velocity, air temperature and average radiant temperature. It is the temperature of a homogeneous space where the average radiant temperature is equal to the air temperature and has zero air velocity, where the occupant exchanges the same heat losses as in the real conditions under evaluation by convection and radiation. It expresses the average of the average radiant temperature and the air temperature, each weighted by the radiative heat transfer coefficient and the convective heat transfer coefficient for the occupant. Equivalent temperature uses the same calculation method as operating temperature for ambient air velocities less than 0.1 m/s. If the values of the ambient air velocities are greater than 0.1 m/s, the equivalent temperature is expressed as a function of the air temperature, the average radiant temperature, the air velocity and the thermal resistance of the garment. Equivalent temperature is a specific relationship between air velocity, air temperature, and average radiant temperature as in the equation (ISO 14505):

v_a < 0.1m/s의 경우

For v _a < 0.1 m/s

v_a > 0.1m/s의 경우

v for _a > 0.1 m/s

where T _eq is the equivalent temperature, Ta _is the air temperature, T _r is the average radiant temperature, v _a is the air velocity, and I _cl is the thermal resistance of the garment.

PMV/PPD - Thermal comfort may be analyzed by Predicted Mean Vote (PMV), and thermal discomfort may be analyzed by Predicted Percentage Dissatisfied (PPD). PMV and PPD were entered into international standards ISO7730 and ASHRAE standard 55 to measure thermal comfort and discomfort. PMV and PPD are based on the interaction between the human body and the environment described by heat balance equations. PMV-PPD considers six factors, including human activity level, thermal clothing, air temperature, average radiant temperature, air velocity, and relative humidity, to satisfy the conditions of the body's heat balance equation. The PMV index is given by the equation (ISO 14505):

where M is the metabolic rate (W/m ² ), W is the mechanical work rate (W/m ² ), f _cl is the garment area factor, and h _c is the convective heat transfer coefficient (W/m) ² ), T _{r is} the average radiant temperature in °C, and Pa and _Ta are the ambient vapor pressure and temperature in kPa and °C, respectively. The inputs needed 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. PMVs in the range of +0.5 to -0.5 are acceptable for thermal comfort.

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

PMV also describes a seven-point-type PMV value scale to determine the quantitative relationship between the heat balance equation and human thermal comfort. The value of the PMV index ranges 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 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 in the vehicle or It is the difference between the calculated data (mean radiant temperature, operating temperature, equivalent temperature, predicted mean feeling of warmth (PMV) and predicted percentage dissatisfied (PPD)).

Energy Efficient Thermal Comfort - Energy efficient thermal comfort is the difference between energy consumption to run an HVAC system and calculated data (mean radiant temperature, operating temperature, equivalent temperature, predicted mean feeling of warmth (PMV), and predicted percentage of dissatisfaction (PPD)). It is a trade-off point, where the trade-off means finding set point values of the HVAC system for reducing energy consumption while maintaining thermal comfort within the optimal data range.

Cost-effective thermal comfort - Cost-effective thermal comfort is a trade-off point between the cost of implementing an HVAC system and the performance of a vehicle's glazing, where the trade-off is effective while maintaining thermal comfort within acceptable data ranges. It means finding the set point values of the HVAC system for cost.

1 is a block diagram illustrating a system of the present disclosure; 1 , a system 100 is provided for generating a thermal comfort map of a vehicle 102 mainly comprising a plurality of sensor devices 104 and a data acquisition device 106 . The sensor devices 104 and the data acquisition device 106 are coupled via wireless communication. Wireless communication uses a short-range or long-distance wireless communication protocol. Some short-range technologies are Bluetooth, IEEE802.11 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 devices 104 measure a plurality of parameters simultaneously. These sensor devices 104 include 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, and a solar radiation sensor. For ease of illustration, a plurality of sensor devices 104 are shown 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 devices 104 is a very important factor that can affect the measurement of parameters. The sensor devices 104 are positioned in a specified area in the vehicle 102 . In some embodiments, sensor devices 104 are positioned on a steering wheel, seat, dashboard, window, windshield, headrest, floor, headliner, or airbag of vehicle 102 . The 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 incorporated into the windshield are a surface temperature sensor, a surface heat flux sensor, a net radiation sensor and a solar radiation sensor. Since the glazing area in the vehicle 102 is large compared to the cabin surface, sunlight incident from the windshield has a large influence on the thermal environment of the vehicle 102 . Accordingly, it becomes important to measure the temperature of the windshield of the vehicle 102 . The sensor devices 104 are disposed at head, breathing, foot or knee level in the vehicle 102 with respect to the occupants to measure various parameters. Other key factors related to the positioning of the sensor devices 104 in the vehicle 102 are the dimensions, interior, schedule and time period of the day of the vehicle 102 . For example, as the length of an SUV increases, more sensor devices 104 must be placed in the SUV compared to the hatchback. Moreover, the interiors are also different. The hatchback does not have much space in the boot and thus the sensor devices 104 placement may be a challenge. However, the SUV includes a large trunk at the rear. More sensor devices 104 may be positioned in the trunk of the SUV. Likewise, the schedule of the vehicle 102 and the time period of the day also affect the placement of the sensor devices 104 . The schedule of the vehicle 102 is defined as whether the vehicle 102 is in a stationary and unoccupied, stationary and occupied or driving mode. During the driving mode, more sensor devices 104 are arranged to measure the air speed than when the vehicle 102 is in the stationary mode. The time of day also affects the thermal environment. During the day, more sensor devices 104 are required to measure solar radiation and heat flux than at night. The sensor devices 104 may also store measured parameters.

The sensor devices 104 include a transmit/receive and receive unit, a controller unit and a power unit. The transmit/receive and receive units include at least one antenna for wireless communication. The sensor devices 104 transmit the measured parameters to the data acquisition device 106 . The data acquisition device 106 obtains data comprising an average radiant temperature, an operating temperature, an equivalent temperature, a predicted average feeling of warmth (PMV), and a predicted percentage dissatisfaction (PPD) based on the parameters measured by the sensor devices 104 . is configured to calculate.

Thereafter, the data acquisition device 106 generates a thermal comfort map of the vehicle 102 based on the calculated data and the parameters measured by the sensor devices 104 . The thermal comfort map includes parameters including 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, and a solar radiation sensor across the vehicle 102 and a distribution of at least one or a combination of data including mean radiant temperature, operating temperature, equivalent temperature, predicted mean warmth (PMV), and predicted percentage dissatisfied (PPD).

2 illustrates a block diagram of the data acquisition device 106 . The data acquisition device 106 includes 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 106 device performs multi-points and real-time calculations of data. The data acquisition device 106 is a wireless device. The transceiver unit 114 is for transmitting and receiving. The transceiver unit 114 receives parameters measured by the sensor devices 104 (not shown). The transceiver unit 114 communicates the parameters measured by the sensor devices 104 (not shown) to the storage unit 116 . The transceiver unit 114 includes at least one antenna for wireless communication. The storage unit 116 stores 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 radiant temperature, an operating temperature, an equivalent temperature, a predicted average feeling of warmth (PMV), and a predicted percentage dissatisfaction (PPD). The analysis unit 118 employs the calculated data and parameters measured by the sensor devices 104 (not shown) to generate a thermal comfort map of the vehicle 102 (not shown). The transceiver unit 114 communicates with the analysis unit 118 using protocols, but 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 one embodiment, each of the sensor devices 104 and the data acquisition unit 106 includes a power unit. The power unit is either a battery or an external power source. The power unit further includes a low power management unit for efficient power distribution.

The thermal comfort map may include data (average radiant temperature, operating temperature, equivalent temperature, predicted average feeling of warmth (PMV) and predicted percentage dissatisfied (PPD)) and/or parameters (air temperature sensor, A 3D or 2D representation representing the distribution of at least one of air velocity sensors, relative humidity sensors, globe temperature sensors, surface temperature sensors, surface heat flux sensors, net radiation sensors, and solar radiation sensors) or a combination thereof. 2D or 3D images include graphical or textual representations in the form of images, graphs, tables or contour lines. 3 shows a thermal comfort map of the vehicle 102 in the form of a thermal image. 3 presents an example thermal comfort map based on the distribution of average radiant temperature over different zones in vehicle 102 . Likewise, a thermal comfort map may be generated to visualize the distribution of any of the vehicle's 102 computed data and measured parameters.

4 is a block diagram illustrating one embodiment of a system 100 of the present disclosure. 4 , a system 100 for generating 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 devices 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 the display device 108 . In particular, the display device 108 is integrated within the vehicle 102 and/or is a remote portable device 110 . The display device 108 is integrated in the dashboard, in the windshield or behind the seat of the vehicle 102 . The data acquisition device 106 may be paired with multiple remote portable devices 110 simultaneously. The remote portable device 110 is a computer, mobile, laptops, tabs, wearable device such as a smart watch or AR glasses or a handheld device. The remote portable device 110 may also control the data acquisition device 106 . The remote portable device 110 may include a graphical user interface for controlling the data acquisition device 106 . In one example, the remote portable device 110 may be used to 'turn on' or 'turn off' the vehicle's HVAC system to achieve an optimal temperature. The user may also send command signals to the HVAC system prior to entering the vehicle to optimize thermal comfort in the vehicle.

The graphical user interface is a software application or web dashboard. The data acquisition device 106 may be controlled by input given by the user in the form of voice commands. The graphical user interface uses structured programming languages to execute selections given by the user in the form of voice commands in the interface. Moreover, in some embodiments, system 100 also includes a remote server 112 . The remote server 112 has processing capabilities. The remote server 112 is coupled to the data acquisition device 106 . The data acquisition device 106 , the sensor devices 104 and the remote portable device 110 communicate between the data acquisition device 106 , the sensor device 104 , the remote portable device 110 and the remote server 112 . including, but not limited to, eSim modules or Wifi modules or Bluetooth or Lora modules to help deploy The data acquisition device 106 transmits the parameters measured by the sensor devices 104 , the calculated data and the thermal map to the remote server 112 . Alternatively, the remote server 112 is coupled to the sensor devices 104 . The remote server 112 is configured to store parameters measured by the sensor devices 104 . The remote server 112 may include, for example, average radiant temperature, operating temperature, equivalent temperature, predicted mean warmth (PMV) and predicted percentage dissatisfaction (PPD) based on parameters measured by sensor devices 104 . Calculate the data as well. In addition, the remote server 112 also generates and stores a thermal comfort map based on the calculated data and the parameters measured by the sensor devices 104 . Alternatively, remote server 112 is coupled to remote portable devices 110 . Alternatively, sensor devices 104 , data acquisition device 106 , and remote portable devices 110 each include an edge computing unit. The edge computing unit constrains the information transmitted to the remote server 112 by each of the sensor devices 104 , the data acquisition device 106 , and the remote portable devices 110 . This may help to reduce the storage space of the remote server 112 .

5 is according to one of the embodiments of the present disclosure; It is a block diagram of the data acquisition device 106 . 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 acquisition device 106 comprises a geographic position device 120 for detecting a geographic position of the vehicle 102 (not shown). The geographic positioning device 120 of the vehicle 102 is preferably a Global Positioning System (GPS). Optionally, the geo-position device 120 is provided on the vehicle 102 itself. In other words, the geographic position device 120 is not included in the data acquisition device 106 . If so provided, in such a scenario the geo-position device 120 is coupled to the data acquisition device 106 . The geo-position device 120 may provide a real-time geo-position of the vehicle 102 (not shown). The analysis unit 118 may combine the geographic position and the thermal comfort map of the vehicle 102 together to generate a thermal comfort map of the vehicle 102 (not shown) at a particular geographic position. For example, a thermal comfort map may be generated for a particular route of vehicle 102 (not shown). The combination of the real-time geographic position of the vehicle 102 with historical data for the daylight path provides improved accuracy for the thermal comfort map. In some embodiments, the geographic position and thermal comfort map of vehicle 102 is stored in storage unit 116 . In some embodiments, the data acquisition device 106 includes a timer circuit 122 . Timer circuit 122 provides the date and time. The analysis unit 118 may combine the thermal comfort map with time and date. The data acquisition device 106 may continuously 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 embodiments, the geo-position device 120 also provides an orientation of the vehicle 102 . The combination of real-time geographic position, date, time, and orientation of vehicle 102 along with historical data for daylight paths provides improved accuracy for thermal comfort maps. Optionally, the data acquisition device 106 is configured to control the electronics of the vehicle 102 to control various functions, such as, but not limited to, HVAC control, opening and closing of glazing, activation and deactivation of IR/visual/UV modulated glazing, and the like. It is connected to an electronic control unit (ECU).

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

The thermal comfort map is used to control the HVAC system operation plan or modify the design of the HVAC system of the vehicle 102 to achieve thermal comfort with efficient energy consumption and cost effectiveness. In some embodiments, system 100 may include parameters such as air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation and average radiation temperature, operating temperature, equivalent temperature, The HVAC system may be controlled by using a thermal comfort map that takes into account data such as predicted mean warmth (PMV) and predicted percentage dissatisfied (PPD). In one embodiment, visualization of the thermal comfort map may enable viewing where set point adjustments are possible in the HVAC system.

In an alternative embodiment, the data acquisition device 106 comprises one or more of the sensor devices 104 as an integrated system. The integrated system reduces hardware and communication complexity in the data acquisition system 106 when the sensor devices 104 are placed in close proximity to or next to the data acquisition device 106 . Few sensor devices 104, such as a net radiation sensor, a globe radiation sensor, whose measured parameters require some calculations by the data acquisition device 106, improve transmission rate, reduce overall size and improve portability It is preferably integrated in the data acquisition device 106 to In such an embodiment, the data acquisition device 106 will still include a transceiver unit 114 for communication to external wireless sensor devices 104 and remote server 112 .

In an embodiment, the analysis unit 118 of the data acquisition devices 106 may optionally predict an energy efficient energy thermal comfort and a cost effective thermal comfort of the vehicle 102 . Energy efficient energy thermal comfort or cost effective thermal comfort is used to achieve thermal comfort with efficient energy consumption or cost-effectively by controlling the HVAC system operating plan or modifying the design of the HVAC system of vehicle 102 . .

Occupant comfort is affected 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, system 100 determines all four essential factors that affect occupant comfort in vehicle 102 including visual comfort, acoustic comfort, and air quality comfort. measurements can be performed. The system 100 also includes arrangements for generating a visual comfort map, an acoustic comfort map, and an air quality comfort map of the vehicle 102 . The sensor devices 104 are further configured to measure at least one of parameters including air quality, light and noise. The including sensor devices 104 are 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, based on the parameters measured by the sensor devices 104 , at least one of data including intensity of light, sound levels and amounts of volatile organic compounds (VOCs) in air. is composed The data acquisition device 106 generates at least one of a map including visual comfort, acoustic comfort, and air quality comfort 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 in the vehicle and further provide a notification for servicing of the HVAC based on the measured parameters. Additionally, the data acquisition system may be triggered by a moisture sensor to detect rain and optimize thermal comfort values within the vehicle. The data acquisition system may be configured to provide notifications regarding HVAC system failures or engine failures. Data from the data acquisition system can be used for vehicle diagnostics to evaluate the HVAC operation of the vehicle, the effect of different glazings on the vehicle on the vehicle's temperature profile, and thermal asymmetry values for various types of glazings.

The present disclosure may further include estimating and visualizing comfort levels. The thermal comfort map may provide comfort levels of 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 involve estimating comfort levels based on the thermal comfort map. Comfort levels are "Comfortable - neutral", "Uncomfortable - slightly warm", "Uncomfortable - slightly warm", "Uncomfortable - hot", "Uncomfortable - "very hot", "Uncomfortable - cool" and " Discomfort is defined as "cold". An alarm alerts occupants about comfort levels in vehicle 102. In some alternative embodiments, data acquisition device 106 or remote server 112 may It is adapted to provide an alert of comfort levels to the display devices 108 and/or the remote portable device 110 .

7 is a flowchart for determining thermal comfort of vehicle 102 . Method 700 is provided for determining thermal comfort of vehicle 102 . The method includes a first step 702 of determining a specified area in a vehicle 102 for mounting a plurality of sensor devices 104 , wherein at least one of the sensor devices 104 comprises a vehicle ( 102) is built into the windshield. A second step 704 comprises simultaneously measuring a plurality of parameters of the vehicle 102 by means of a plurality of sensor devices 104 located in the vehicle 102 , wherein the parameters are air temperature, air velocity. , relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation. A third step 706 includes transmitting parameters wirelessly by the plurality of sensor devices 104 . A fourth step 708 includes receiving the parameters wirelessly 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 comprises calculating data such as average radiant temperature, operating temperature, equivalent temperature, predicted average feeling of warmth (PMV) and predicted percentage dissatisfied (PPD) based on the parameters. performing analysis of the parameters by the analysis unit 118 of 106 . A seventh step 714 includes generating a thermal comfort map of the vehicle 102 based on the calculated data and the measured parameters. Finally, an eighth step 716 includes controlling the HVAC system operation plan or modifying the design of the HVAC system of the vehicle 102 using the thermal comfort map to achieve thermal comfort. In one embodiment, the thermal comfort map is used to achieve thermal comfort by controlling the HVAC system operating plan or by modifying the design of the HVAC system of vehicle 102 .

FIG. 8 is a flow chart for controlling an HVAC system operation plan using a thermal comfort map or modifying the design of the HVAC system of vehicle 102 to achieve thermal comfort. Method 800 provides for controlling an HVAC system operation plan using a thermal comfort map or modifying a design of an HVAC system of vehicle 102 to achieve thermal comfort. The method 800 includes a first step 802 for calculating, by the analysis unit 118 , an optimal data range for thermal comfort. A second step 804 includes calculating a deviation between the data and an 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 airflow modes. 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 set point. HVAC systems can be adjusted to set points either manually or automatically.

In one embodiment, the thermal comfort map is also used to control the 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, globe temperature, surface 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 cooling time. The glazings are kept OPEN for a specified period of time to increase the cooling rate inside the vehicle 102 . After reaching thermal equilibrium between the thermal comfort map and the external environment, the glazings are closed.

In one embodiment, the thermal comfort map is also used to control the functional glazing of the vehicle 102 . Functional glazing is a glazing in which color tone control or transparency control is possible. The thermal comfort map is compared to the external environment of the vehicle 102 (air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation). The deviation between the thermal comfort map and the external environment is used to determine the amount of time the glazing remains activated (activating an opacity or a specific tone level) to increase the cooling rate inside the vehicle 102 . do. The functional glazing is deactivated after a thermal equilibrium between the thermal comfort map and the external environment is reached.

One of the salient features of method 700 is to perform analysis of parameters by analysis unit 118 to evaluate thermal asymmetry. Thermal asymmetry is the difference or calculation of the measured parameters (air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation) between any two locations in vehicle 102 . It is the difference between the collected data (mean radiant temperature, operating temperature, equivalent temperature, predicted mean warmth (PMV) and predicted percentage dissatisfied (PPD)). 9A and 9B illustrate example thermal asymmetries of vehicle 102 based on the distribution of air temperature. 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 . 9A is a cross-sectional view illustrating the thermal asymmetry in three horizontal planes HP1 , HP2 and HP3 of the vehicle. 9B is a cross-sectional view illustrating the thermal asymmetry in three vertical planes VP1 , VP2 and VP3 of the vehicle. The air temperature at HP1 is higher than at HP3. In contrast, the air temperature across the vertical plane is symmetrical.

Another salient feature of method 700 is that analysis of parameters by analysis unit 118 includes predicting energy efficient thermal comfort. Energy-efficient thermal comfort is the trade-off point between energy consumption for running an HVAC system and the calculated data (mean radiant temperature, operating temperature, equivalent temperature, predicted average feeling of warmth (PMV) and predicted percentage dissatisfied (PPD)), where The trade-off means finding optimal set point values of the HVAC system to reduce energy consumption while maintaining thermal comfort within acceptable data ranges.

10 is a flowchart of predicting energy efficient thermal comfort of a vehicle 102 . The method 1000 provides for determining an energy efficient thermal comfort of a vehicle 102 . A first step 1002 of the method 1000 includes calculating, by an analysis unit 118 , an energy consumption of an HVAC system of a vehicle 102 . Energy consumption is energy or power consumption to run the HVAC system for a specified period of time. A second step 1004 includes calculating an energy efficient data range and an optimal data range for thermal comfort. A third step 1006 includes calculating an energy efficient data range for thermal comfort, an optimal data range, and a deviation between the data. The data is calculated by the data acquisition device 106 based on the parameters measured by the sensor devices 104 . A fourth step 1008 includes calculating a set point for energy efficient thermal comfort for the HVAC system. 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 salient feature of method 700 is that analysis of parameters by analysis unit 118 includes predicting cost-effective thermal comfort. Cost-effective thermal comfort is a trade-off point between the cost of implementing an HVAC system and the performance of a vehicle's glazing, where the trade-off is that of an HVAC system for cost-effective, while maintaining thermal comfort within an optimal data range. It means finding set point values.

11 is a flowchart for predicting cost-effective thermal comfort of a vehicle 102 . Method 1100 provides for determining cost effective thermal comfort of vehicle 102 . The method 1100 includes a first step 1102 comprising calculating an energy consumption of an HVAC system of a vehicle 102 . A second step 1104 comprises calculating an energy efficient data range, an optimal data range for thermal comfort, for glazings with different performance. It also calculates the cost of implementing an HVAC system for glazings with different performance. The performance of the glazing includes the thermal insulation provided by the glazing in the vehicle 102 . The cost to implement an HVAC system is the amount of energy or fuel used to implement the HVAC system. A third step 1106 includes calculating an energy efficient data range for thermal comfort, an optimal data range, and a deviation between the data for implementation or redesign costs for different glazing and HVAC systems. The data is calculated by the data acquisition device 106 based on the parameters measured by the sensor devices 104 . A fourth step 1108 includes calculating a set point for optimal, energy efficient thermal comfort for different glazing and implementation or redesign costs for HVAC systems. A fifth step 1110 includes displaying set points for implementation or redesign costs for different glazing and HVAC systems on the display device 108 and/or the remote portable device 110 .

examples

Example 1- Thermal Comfort System

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

A system 100 is provided for generating a thermal comfort map of a vehicle 102 . High precision sensor devices 104 were used to measure various parameters. The sensor devices 104 used were an air temperature sensor, a relative humidity sensor, a globe temperature sensor and air velocity. The parameters measured by these sensor devices 104 were air temperature, relative humidity, globe temperature and air velocity. Each of the above-mentioned sensor devices 104 was arranged on the dashboard, trunk, seats, steering wheel in the vehicle for which the parameters were measured. Additionally, each of the sensor devices 104 was held at foot, thigh and face level. The sensor devices 104 simultaneously measured air temperature, relative humidity, globe temperature and air velocity. The measured parameters were transmitted to the data acquisition device 106 . The data acquisition device 106 is configured to calculate an average radiant temperature, an operating temperature, an equivalent temperature, a predicted average feeling of warmth (PMV), and a predicted percentage dissatisfied (PPD).

A thermal comfort map was generated showing the distribution of average radiant temperature, operating temperature, equivalent temperature, predicted mean warmth (PMV) and predicted percentage dissatisfied (PPD) for different schedules of vehicle 102 . The parameters were measured for four schedules of vehicle 102 . The schedule of the vehicle 102 is a combination of soaking, cooling, parking, and driving. Soaking means when the vehicle 102 is subjected to environmental conditions with the HVAC system not switched on. Cooling means that the HVAC system of vehicle 102 is turned on. The four schedules of the vehicle 102 for which the parameters were measured are soaking + parking, cooling + driving, re-soaking + parking, recooling + parking. The data acquisition device 106 is configured to calculate an average radiant temperature, an operating temperature, an equivalent temperature, a predicted average feeling of warmth (PMV) and a predicted percentage dissatisfaction (PPD) for all four schedules of the vehicle 102 . 12 is a graph illustrating an exemplary data plot of operating temperature. 13 is a graph illustrating an exemplary data plot of mean radiant temperature. 14 is a graph illustrating an example data plot of equivalent temperature. 15 is a graph illustrating an example data plot of PMV. 16 is a graph illustrating an example data plot of a PPD. From the graphs illustrated in FIGS. 12 to 16 , it is observed that the average radiant temperature, operating temperature, equivalent temperature, predicted average feeling of warmth (PMV) and predicted percentage dissatisfied (PPD) go down during cooling + driving and recooling + parking. do.

In this Example 1, the average radiant temperature as shown in FIG. 13 was used to adjust the HVAC system of the vehicle 102 . The data acquisition device 106 calculated an optimal average radiant temperature range for thermal comfort. The optimal average radiant temperature range for thermal comfort is either historical data or a predefined data range for thermal comfort for a specific HVAC system or a predefined data range set by the user. For a predefined data range, the HVAC system working capacity can be calculated from existing HVAC specifications, or in the case of historical data, the HVAC system working capacity is cooling + driving and recooling + parking schedules over a period of time. can be determined using cooling rates derived from data captured during The optimal average radiant temperature range considered was from 24 ⁰ C to 26 ⁰ C. The deviation between the calculated average radiant temperature data from the cooling + driving or cooling + parking schedules and the optimal average radiant temperature range was used to determine the set point for the HVAC system. The set point is simply the temperature setting of the HVAC interface unit or a combination of temperature, air velocity or airflow modes, which may be manual or automatic. For the present experiment, an average radiant temperature range of 32 ⁰ C to 34 ⁰ C was reached within 15 minutes of the HVAC operating time. Based on the variance, the HVAC system needs to run an additional 7-10 minutes under the same set point values to achieve an optimal average radiant temperature range of ^{240 C to 26 0 C.} Similarly, operating temperature, equivalent temperature, predicted mean feeling of warmth (PMV) and predicted percentage dissatisfied (PPD) may also be used to determine an optimal set point for an HVAC system. Accordingly, the present systems and methods are useful for generating a thermal comfort map and using the thermal map to tune an HVAC system.

Example 2 - Thermal comfort asymmetry

The data acquisition device 106 is configured to calculate the operating temperature for different locations in the vehicle 102 for the four schedules. The two different locations are the front and rear of the vehicle. 17 is a graph illustrating an example data plot of operating temperatures for the front and rear of vehicle 102 for four schedules. Thermal asymmetry is the difference in operating temperature of 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 . High precision sensor devices 104 were used to measure various parameters. The sensor devices 104 used were an air temperature sensor, a relative humidity sensor, a globe temperature sensor and air velocity. The parameters measured by these sensor devices 104 were air temperature, relative humidity, globe temperature and air velocity. Each of the above-mentioned sensor devices 104 was disposed on a dashboard, a front occupant zone and a rear occupant zone in the vehicle for which the parameters were measured. The sensor devices 104 simultaneously measured air temperature, relative humidity, globe temperature and air velocity. The measured parameters were transmitted to the data acquisition device 106 . The data acquisition device 106 is configured to calculate an average radiant temperature, an operating temperature and an equivalent temperature.

A thermal comfort map was generated showing the distribution of average radiant temperature, operating temperature and equivalent temperature for three regions of vehicle 102 . The three areas are the front dashboard, front occupant zone and rear occupant zone. Parameters were measured for two scheduled, parking and cooling of vehicle 102 . The data acquisition device 106 is configured to calculate an average radiant temperature, an operating temperature and an equivalent temperature for all three regions of the vehicle 102 . 18 is a contour map illustrating an example data plot of operating temperature during parking. 19 is a contour map illustrating an example data plot of operating temperature during cooling. 20 is a contour map illustrating an example data plot of mean radiant temperature during parking. 21 is a contour map illustrating an example data plot of average radiant temperature during cooling. 22 is a contour map illustrating an example data plot of equivalent temperature during parking. 23 is a contour map illustrating an example data plot of equivalent temperature during cooling. Additionally, the thermal comfort map may also be enhanced by surface temperature sensors, IR image sensor and/or occupancy sensors). The IR imaging sensor may also provide the number of occupants in the vehicle in addition to the surface temperature data.

Example 4 Energy Efficient and Cost Efficient Thermal Comfort

In this example 1, the HVAC system may also be tuned for energy efficient and cost effective thermal comfort.

Different glazings were considered and operating temperature data, energy consumption of the HVAC system for the different glazings were calculated. For example, three glazings G1, G2 and G3 of different Total Transmission of Solar energy (TTS) were considered to be TTS(G1) > TTS(G2) > TTS(G3). For example, G1 is a base glass without coating, and G2 is a TSA3+ glazing with higher IR absorption and thermal comfort. G3 is a glazing with a reflective coating, such as silver.

The operating temperature was directly dependent on the TTS value of the glazing, suggesting that the reduction in thermal/thermal energy incident through the glazing (thermal cutoff) is higher for advanced glazings when compared to standard glazings. Due to the reduced TTS, the operating temperatures inside the vehicle decrease as the thermal insulation from the glazing improves. Also, as the operating temperatures change, the fuel energy required to keep the air conditioning inside the vehicle at a thermal comfort temperature will vary. Thus, the greater the temperature reduction for standard glazing, the less time it will take to reach an appropriate thermal comfort temperature. In FIG. 24A , the energy consumption required to maintain the thermal cutoff, the operating temperature inside the vehicle and the desired temperature inside the vehicle is schematically represented. Energy consumption refers to the fuel used by the HVAC system. The intersection point of the three parameters is proposed as an energy efficient thermal comfort zone. Accordingly, the present disclosure provides methods for achieving energy efficient and cost effective thermal comfort. By employing this, it is possible to select the optimum glazing for energy efficiency and cost effectiveness.

24B illustrates an example of a cost effective thermal comfort model. Typically, thermal comfort temperature is maintained at the cost of a particular AC load and thus affects the overall efficiency and fuel economy of the system. If thermal control glazings are used, thermal comfort can be maintained at reduced AC loads. In one example, the capital expenditures for the cost of the glazing are in the order G3 >> G2 >> G1. When the cost of glazing is less for standard glazings such as G1 compared to advanced glazings such as G2, G3, but when the cost of AC or load on AC to maintain thermal comfort temperature is compared to others higher Thus, the intersection point of these two parameters as shown in FIG. 24B is the point at which the balance between capital investment and HVAC operating cost is optimal.

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

Referring to Table 1, the HVAC load for an automobile cabin for various sets of glazings was calculated. It was observed that the HVAC load or cooling load was relatively small for the glazings P4, P5 as shown in FIG. 25 .

Example 5: Thermal Asymmetry Data

Thermal asymmetry data were determined by the sensors for various sets of glazings P1, P2 and P4 as shown in Table 2.

For the measurements shown in Table 2, a thermal asymmetry map displayed by the analysis unit of the wireless system for thermal measurements is shown in FIG. 26 . 26 , thermal asymmetry for glazings P1 TSANx, P2 TSA3+, and P3 TSA3+ (where all combinations of windshield, metering and backlighting are shown). A higher thermal asymmetry is observed for the baseline glazing without any coating.

It is noted that not all of the activities described above in the general description or examples are required, that some portion of a specific activity may not be required, and that one or more additional 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 respect to specific embodiments. However, benefits, advantages, solutions to problems, and any feature(s) that may cause or make any benefit, advantage, or solution more pronounced are subject to the subject matter of any or all claims. It should not be construed as an enemy, required, or essential feature.

The examples and specification of embodiments described herein are intended to provide a general understanding of the structure of various embodiments. These examples and specifications are not intended to serve as a complete and exhaustive description of all elements and features of systems and apparatus employing structures or methods described herein. Certain features, which, for clarity, are 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 subcombinations. Additionally, reference to values stated in ranges includes each and every value within that range. Many other embodiments may become apparent to those skilled in the art only after reading this specification. Other embodiments may be used and derived from the present disclosure so that structural substitutions, logical substitutions, or other changes may be made without departing from the scope of the present disclosure. Accordingly, the present disclosure is to be regarded as illustrative rather than restrictive.

The description in combination with the drawings is provided to aid in understanding the teachings disclosed herein, and is provided to aid in explaining the teachings, and should not be construed as limitations on the scope or applicability of the teachings. However, other teachings may certainly be used in the present application.

As used herein, the terms “comprises”, “comprising”, “includes”, “including”, “has”, “ “Having” or any other variation thereof is intended to cover non-exclusive inclusions. For example, a method, article, or apparatus comprising a list of features is not necessarily limited to only these features, but may include other features not expressly listed or inherent in such method, article, or apparatus. . Additionally, unless expressly stated to the contrary, "or" refers to the inclusive-or and not the exclusive-or. For example, condition A or B is: A is true (or exists), B is false (or does not exist), A is false (or does not exist) and B is true ( or exists), and that both A and B are true (or exist).

Also, use of “a” or “an” is employed to describe elements and components described herein. This is done only for convenience and to give a general sense of the scope of the disclosure. This description is to be read to include one or at least one, the singular also includes the plural, and 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 the 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. Unless specific details relating to specific materials and processing operations are set forth, such details may include conventional approaches that may be found in reference books and other sources within manufacturing techniques.

While aspects of the present disclosure have been particularly shown and described with reference to the above embodiments, various additional embodiments are contemplated by modification of the disclosed machines, systems and methods, without departing from the spirit and scope of the disclosure. It will be understood by those of ordinary skill in the art that this may be the case. 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.

list of elements
100 systems
102 vehicles
104 sensor devices
106 data acquisition device
108 display device
110 remote handheld device
112 remote server
114 transceiver unit
116 storage units
118 analysis unit
120 Global Positioning Devices
122 timer circuit
700 way
702 steps
704 steps
706 steps
step 708
710 steps
712 steps
714 steps
716 steps
800 way
802 steps
804 steps
806 steps
808 steps
810 steps
1000 way
1002 steps
1004 steps
1006 steps
1008 steps
1010 steps
1012 steps
1100 way
1102 steps
Step 1104
1106 steps
1108 steps
1110 steps
1112 steps
HP1 horizontal plane
HP2 horizontal 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), comprising:
The system is:
a 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 incorporated in a windshield of the vehicle 102 , the parameters being air temperature , which are air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation; and
data acquisition device (106)
including,
The data acquisition device 106 includes:
transceiver unit 114;
storage unit 116; and
analysis unit (118)
including,
The data acquisition device 106 determines an average radiant temperature, an operative temperature, an equivalent temperature, a Predicted Mean Vote (PMV) and a Predicted Percentage based on the parameters. The thermal comfort of the vehicle (102) is configured to calculate data comprising a dissatisfied (PPD) and generate a thermal comfort map of the vehicle (102) based on the calculated data and the measured parameters. A wireless system (100) for generating a gender map. According to claim 1,
The sensor devices 104 are 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 According to claim 1,
A wireless system (100) for generating a thermal comfort map of a vehicle (102), 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. According to claim 1,
The sensor devices 104 are the wireless system 100 for generating a thermal comfort map of the vehicle 102 , positioned based on the dimensions, interiors, schedule and time period of the day of the vehicle 102 . . According to claim 1,
The wireless system (100) for generating a thermal comfort map of the vehicle (102), wherein the data acquisition device (106) is configured to transmit, receive, store and analyze the parameters. According to claim 1,
A wireless system (100) for generating a thermal comfort map of a vehicle (102), wherein the data acquisition device (106) performs a real-time calculation of the data received from the sensor devices (104). According to claim 1,
The thermal comfort map includes an air temperature sensor, an air velocity sensor, a relative humidity sensor, a globe temperature sensor, a moisture sensor, a surface temperature sensor, a surface heat flux sensor, a net radiation sensor and a solar radiation sensor across the vehicle 102 . the thermal comfort of the vehicle 102 , the distribution of parameters comprising at least one of, or a combination thereof, parameters comprising: A wireless system (100) for generating a gender map. According to claim 1,
A wireless system (100) for generating a thermal comfort map of a vehicle (102), optionally comprising a display device (108) for displaying the above parameters and a thermal comfort map. 11. The method of claim 10,
A wireless system (100) for generating a thermal comfort map of a vehicle (102), wherein the display device (108) is integrated in the vehicle (102) and/or a remote portable device (110). 10. The method of claim 9,
The remote portable device 110 is a computer, mobile, laptops, tabs, smart watch or AR glasses, the wireless system 100 for generating a thermal comfort map of the vehicle 102 . According to claim 1,
The wireless system (100) for generating a thermal comfort map of a vehicle (102), wherein the data acquisition device (106) can simultaneously pair with one or more remote portable devices (110). 10. The method of claim 9,
The remote portable device 110 is configured to transmit control commands to the data acquisition device 106 and further trigger an operation of an operation of the HVAC (a wireless system for generating a thermal comfort map of the vehicle 102 ) 100). 9. The method of claim 8,
wherein the display device (108) is integrated in a dashboard, in a windshield or behind a seat of the vehicle (102). According to claim 1,
The data acquisition device (106) optionally comprises a display unit (108) for displaying the thermal comfort map. According to claim 1,
The sensor devices 104 , the data acquisition device 106 and the display device 108 are coupled via a wireless communication protocol, the wireless system 100 for generating a thermal comfort map of the vehicle 102 . . 18. The method of claim 17,
The wireless system (100) for generating a thermal comfort map of the vehicle (102), wherein the wireless communication uses a short-range or long-range wireless communication protocol. According to claim 1,
A wireless system (100) for generating a thermal comfort map of a vehicle (102), optionally comprising a global positioning device (120) for determining a geographic position of the vehicle (102). According to claim 1,
optionally comprising a timer circuit 122;
The wireless system (100) for generating a thermal comfort map of the vehicle (102), wherein the timer circuit (122) provides the measured parameters, the calculated data, and a time and date of the thermal comfort map. According to claim 1,
A wireless system (100) for generating a thermal comfort map of a vehicle (102), optionally comprising a remote server (112) for storing the parameters, calculating data, and generating the thermal comfort map. According to claim 1,
The parameter from the sensor devices 104 may be stored in one of the sensor devices 104 , or the data acquisition devices 106 , wirelessly for generating a thermal comfort map of the vehicle 102 . system 100. According to claim 1,
The wireless system (100) for generating a thermal comfort map of a vehicle (102), wherein the thermal comfort map may also be stored in the data acquisition devices (106). According to claim 1,
The thermal comfort map is used to control the HVAC system operation plan to achieve thermal comfort or to modify the design of the HVAC system of the vehicle 102 to generate a thermal comfort map of the vehicle 102 . for a wireless system (100). According to claim 1,
The analysis unit 118 of the data acquisition devices 106 is capable of arbitrarily predicting an energy efficient energy thermal comfort and a cost effective thermal comfort of the vehicle 102 . , a wireless system (100) for generating a thermal comfort map of a vehicle (102). 24. The method of claim 23,
The energy efficient energy thermal comfort or the cost effective thermal comfort controls the HVAC system operation plan or HVAC of the vehicle 102 to achieve thermal comfort with efficient energy consumption or cost effectiveness. A wireless system (100) for generating a thermal comfort map of a vehicle (102) used to modify the design of the system. A wireless system (100) for generating visual comfort, acoustic comfort, and air quality comfort maps of a vehicle (102), comprising:
at least one of 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
calculate at least one of data including intensity of light, sound levels and amounts of volatile organic compounds (VOCs) in air based on the parameters, and based on the calculated data the vehicle 102 ) a data acquisition device 106 configured to generate at least one of the maps comprising visual comfort, acoustic comfort and air quality comfort of
A wireless system (100) for generating visual comfort, acoustic comfort, and air quality comfort maps of a vehicle (102), comprising: 26. The method of 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; visual comfort, acoustic comfort and air quality of vehicle 102 . A wireless system (100) for generating a comfort map. According to claim 1,
A wireless system (100) for generating a thermal comfort map of a vehicle (102), optionally wherein the data acquisition device (106) is adapted to estimate comfort levels based on the thermal comfort map. 28. The method of claim 27,
The comfort levels are "comfortable - neutral", "uncomfortable - slightly warm", "uncomfortable - slightly warm", "uncomfortable - hot", "uncomfortable - "very hot", "uncomfortable - cool" and A wireless system (100) for generating a thermal comfort map of a vehicle (102), defined as “comfort-cold”. 28. The method of claim 27,
Optionally the data acquisition device 106 and/or remote server 112 is configured to provide an alert of comfort levels to a display device 108 or a remote portable device 110 , a thermal comfort map of the vehicle 102 . A wireless system (100) for generating 28. The method of claim 27,
Optionally the data acquisition device 106 and/or the remote server 112 are wireless for generating a thermal comfort map of the vehicle 102 , configured to perform HVAC diagnostics and provide notifications for servicing. system 100. A method (700) for determining thermal comfort of a vehicle (102), comprising:
determining a specified area in the vehicle (102) for mounting a plurality of sensor devices (104), at least one of the sensor devices (104) being built into a windshield of the vehicle (102) ;
simultaneously measuring a plurality of parameters of the vehicle ( 102 ) by means of the plurality of sensor devices ( 104 ) located in the vehicle ( 102 ), the parameters being air temperature, air velocity, relative humidity, globe temperature, surface including but not limited to temperature, surface heat flux, solar radiation and net radiation;
transmitting the parameters wirelessly by the plurality of sensor devices (104);
receiving said parameters wirelessly 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);
to the analysis unit 118 of the data acquisition device 106 to calculate data such as average radiant temperature, operating temperature, equivalent temperature, predicted average feeling of warmth (PMV) and predicted percentage dissatisfied (PPD) based on the parameters analyzing the parameters by
generating a thermal comfort map of the vehicle (102) based on the calculated data and the measured parameters; and
controlling the HVAC system operation plan or modifying the design of the HVAC system of the vehicle (102) using the thermal comfort map to achieve thermal comfort;
A method ( 700 ) of determining thermal comfort of a vehicle ( 102 ) comprising: 31. The method of claim 30,
A method ( 700 ) of determining thermal comfort of a vehicle ( 102 ), wherein performing analysis of the parameters by the analysis unit ( 118 ) comprises evaluating a thermal asymmetry. 32. The method of claim 31,
A method ( 700 ) for determining thermal comfort of a vehicle ( 102 ), wherein the thermal asymmetry is a difference in calculated data or a difference in the measured parameters between any two locations in the vehicle ( 102 ). 31. The method of claim 30,
A method (700) for determining thermal comfort of a vehicle (102), wherein analyzing the parameters includes predicting an energy efficient thermal comfort by the analyzing unit (118). 34. The method of claim 33,
Energy efficient thermal comfort is a trade-off point between energy consumption for implementing an HVAC system and calculated data, wherein the trade-off is the energy consumption while maintaining thermal comfort within an optimal data range. A method (700) for determining thermal comfort of a vehicle (102), which means finding set point values of the HVAC system for reducing consumption. 34. The method of claim 33,
A method (700) for determining thermal comfort of a vehicle (102), wherein analyzing the parameters optionally includes predicting a cost-effective thermal comfort by the analyzing unit (118). 36. The method of claim 35,
The cost-effective thermal comfort is a trade-off point between the cost of implementing the HVAC system and the performance of the vehicle's glazing, the trade-off being effective while maintaining thermal comfort within an optimal data range. A method (700) for determining thermal comfort of a vehicle (102), which means finding set point values of the HVAC system for cost. 36. The method of claim 33 and 35,
The energy-efficient thermal comfort or cost-effective thermal comfort controls the HVAC system operation plan or modifies the design of the HVAC system of the vehicle 102 to achieve thermal comfort with efficient energy consumption or cost-effectively. a method 700 for determining thermal comfort of a vehicle 102 .

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