THERMAL MANAGEMENT SYSTEM FOR A MOTOR VEHICLE

Abstract

The invention relates to a thermal management system for a passenger compartment of a motor vehicle, the system comprising a processing unit designed to determine an operative temperature setpoint TOC(t), also referred to as the operative comfort temperature, at a given time, and to use this operative temperature setpoint to manage the thermal comfort in the passenger compartment, said operative temperature setpoint TOC(t) at the given time (t) being a function of a reference operative temperature value (TOCRef), a variation DeltaCORP(t) of a physical build value CORP(t) of a person at the time (t) relative to a reference physical build value, a variation DeltaCLO(t) of a clothing value CLO(t) at the time (t) relative to a reference clothing value and a variation DeltaMET(t) of a value of the metabolic activity MET(t) at the time (t) relative to a value of the reference metabolic activity.

Claims

1. A thermal management system for a motor vehicle interior, the system comprising: a processing unit arranged for: determining an operative temperature setpoint TOC(t), at a given instant, and using this operative temperature setpoint for managing thermal comfort in the interior, wherein the operative temperature setpoint TOC(t) at the given instant (t) is a function of: a reference operative temperature value (TOCRef), a variation DeltaCORP(t) of a physical build value CORP(t) of a person at the instant (t) relative to a reference physical build value, a variation DeltaCLO(t) of a clothing value CLO(t) at the instant (t) relative to a reference clothing value, and a variation DeltaMET(t) of a metabolic activity value MET(t) at the instant (t) relative to a reference metabolic activity value.

2. The system as claimed in claim 1, wherein the operative temperature setpoint TOC(t) at the given instant (t) is defined by the following relation:
TOC(t)=TOCRef+A(CORP,CLO,MET)×DeltaCORP(t)+B(CORP,CLO,MET)×DeltaCLO(t)+C(CORP, CLO, MET)×DeltaMET(t), in which relation the coefficients A(CORP,CLO,MET) B(CORP,CLO,MET) and C(CORP, CLO, MET) characterize the sensitivity of the setpoint temperature to a variation in physical build CORP(t), clothing CLO(t) and metabolism MET(t) respectively, these coefficients depending on the passenger's physical build CORP and on the range within which CLO and MET vary.

3. The system as claimed in claim 1, wherein the physical build CORP is described by a function of the form CORP=(P).sup.x1/(H).sup.x2, where P is the weight and H is the height of the passenger, wherein, x1=1 and x2=1.

4. The system as claimed in claim 1, wherein the coefficients A, B and C are chosen to be constant within different ranges of variation of CLO and MET.

5. The system as claimed in claim 1, wherein the coefficient B of sensitivity to the variation of CLO is selected from a table which takes N discrete values, N being equal to 9.

6. The system as claimed in claim 1, wherein the coefficient C of sensitivity to the variation of MET is selected from a table which takes N discrete values, N preferably being equal to 9.

7. A thermal management system for a motor vehicle comprising: a plurality of sensors configured to acquire first data associated with a vehicle occupant's clothing, second data associated with the vehicle occupant's physical build, and a third data associated with the vehicle occupant's metabolic activity; a processing unit configured to: calculate an operative temperature setpoint at a given instant in time for the vehicle occupant based on at least the first, second, and third data and a plurality of parameters; and adapt the operative temperature setpoint to a profile of the vehicle occupant based on the first, second, and third data and the plurality of parameters for optimal thermal comfort of the vehicle occupant.

8. The thermal management system of claim 7, wherein the plurality of sensors comprise: a camera arranged for observing the occupant in an interior of the motor vehicle, a dome formed by at least one visible-light or infrared camera placed on a ceiling of the interior for viewing the occupant and measuring the temperatures of the walls of the interior and of certain parts of the occupant's body, a sun detector configured to determine a solar flux of the occupant, at least one air temperature sensor at the outlet of an air conditioning unit or of a HVAC, a sensor for detecting air flow rates and air flow rate distribution at the outlet of the air conditioning unit or of the HVAC, at least one sensor of the current air temperature in the interior, a humidity sensor and temperature sensors positioned in certain walls of the interior.

9. The thermal management system of claim 7, wherein the thermal management system is calibrated to a reference operative comfort temperature for a set of reference values comprising an occupant's physical build, clothing, and metabolism.

Description

[0030] Further features and advantages of the invention will become more clearly apparent on reading the following description, which is given by way of non-limiting illustrative example, and from the appended drawings, in which:

[0031] FIG. 1 shows a diagram of a system according to an example of the invention;

[0032] FIG. 2 shows graphs of the variation of the operative temperature setpoint as a function of different parameters according to the invention.

[0033] FIG. 1 shows a thermal management system 1 for a motor vehicle interior, the system comprising a processing unit 2 arranged for the following operations. One of the operations is that of acquiring a first datum (CLO) representative of the clothing level of a passenger in the interior. One of the other operations is that of acquiring a second datum (MET) representative of the passenger's metabolic activity. A final operation is that of acquiring a third datum (CORP) representative of the passenger's physical build.

[0034] The system 1 comprises a plurality of sensors arranged to measure a plurality of parameters serving to determine the first, second and third data.

[0035] These sensors comprise, notably, a DMS camera 3 arranged for observing a passenger in the interior, a dome 4 formed by at least one visible-light or infrared camera placed on a ceiling of the interior for viewing the passengers and measuring the temperatures of the walls of the interior and of certain parts of the passengers' bodies, a sun detector 5, at least one air temperature sensor 6 at the outlet of an air conditioning unit or of the HVAC 10, a sensor for detecting air flow rates and their distribution at the outlet of an air conditioning unit or of the HVAC 10, at least one sensor of the current air temperature 7 in the interior, preferably a humidity sensor and temperature sensors positioned in certain walls of the interior, and preferably a sensor of the heat flow in the areas in contact with the passengers.

[0036] The first datum (CLO) representative of the clothing level of the passenger in the interior corresponds to a measured insulation of the clothes worn by the passenger.

[0037] To this end, the system 1 is arranged to process an image taken by the camera 3 or the dome 4 and to determine, from this image, the type of clothes (T-shirt and/or shirt and/or pullover and/or overcoat and/or scarf and/or hat) worn by the passenger, notably via image recognition, the system 1 furthermore being arranged to determine the insulation from the type of clothes thus measured, and, if appropriate, from a measurement of the temperatures of the clothes and environment of the passenger.

[0038] A person's clothing level is usually expressed by a unit of measurement referred to as CLO.

[0039] For example, one CLO unit corresponds to clothing that provides an apparent overall insulation RClog of 0.155 m2.° C./W, chosen in such a way that, with this clothing, an “average” person, seated and at rest, is comfortable in an environment at 21° C. in still air with an average humidity of 50%.

[0040] For example, the apparent overall insulation of the clothing RClog allows for the fact that a part (% Cloth) of the body is not covered, but makes the assumption that the whole body is covered by a uniform thickness of clothing.

[0041] The apparent overall insulation RClog is therefore the result of a combination of an actual local insulation (RCloe) of the clothing on the covered part of the body (% Cloth) and a zero insulation on the uncovered parts (% Skin=1−% Cloth). For example, there is the following relation.

RCloe=RClog/(% Cloth−% Skin×RClog×Hext)

[0042] Where Hext is the coefficient of apparent overall exchange by convection and radiation between the external surface of the body and the clothing and the external environment, characterized by its operative temperature TOpt.

[0043] It can be seen that, if the person is completely covered (% Clo=1), then RCloe=RClog.

[0044] The average insulation taken as the reference and as the default value is RClog=1 CLO.

[0045] The rate of covering % Cloth represents the part of the body covered by clothes, expressed as a percentage of the surface. Usually, the default value is % Cloth−89%, where the head and hands are not covered. This corresponds to indoor clothing, with “trousers+shirt+thin pullover”.

[0046] A classification system is proposed to cover 9 typical clothing levels that can be identified by a video sensor.

[0047] The second datum (MET) representative of the passenger's metabolic activity is dependent on the profile (gender, age and physical build), the respiratory activity and the heart rate HR of the passenger, which are measured, notably, by the camera 3. If the respiratory activity or the heart rate HR cannot be measured, the second datum (MET) representative of the metabolic activity may be estimated on the basis of the posture and activity of the person detected by the camera 3 or the dome 4. In particular, it will vary according to whether the passenger is sleeping, at rest, is engaged in cognitive activity, is driving, or is very agitated.

[0048] A person's metabolic activity is measured by physiologists in kCal/hour/body weight in kg, which is homogeneous to a power divided by a weight. A unit of measurement of metabolism, referred to as MET, has been created, such that: 1 kCal/Hr/kg=1 MET. This unit may be converted to W/kg: 1 Met=1 kCal/Hr/kg=4180 joules/3600 s./Kg=1.162 W/kg This unit is such that an “average” person seated and at rest dissipates 1 Met.

[0049] The fact that metabolic activity is related to weight means that persons of different weights will have a similar metabolic activity per unit mass METp (the index “p” means related to weight) for the same activity. Thus, for a person at rest with a metabolism per unit weight: METp=1 Met. His total metabolic activity METt will depend on his weight (METt=METp×weight). For a person weighing 60 kg: METt=60×METp=60×1.16=70 W at rest. For a person weighing 90 kg: METt=100×1.16=116 W at rest.

[0050] In the heat balances for comfort, the exchanges are related to the surface area of the body.

[0051] The metabolic activity per unit of surface area, METs, is then used (the index “s” means related to the surface area of the body).

[0052] We find that METs=METp×(Weight of body/Surface area of body exchanging with the exterior)=METp×P/Se.

[0053] The surface area Se is not the total surface area St of the body, but only that which participates in the exchanges with the environment, that is to say a percentage % Surf of the total surface area: Se=% Surf×St.

[0054] The total surface area of the body St can be approximated by the Dubois formula: St=0.20247*Height 0.725*Weight 0.425, with the height in metres and the weight in kg.

[0055] The Dubois surface area of an “average” person is 1.8 m2 (for a weight of 70 kg and a height of 1.7 m).

[0056] The average metabolic activity taken as the reference and as the default value in a vehicle is 1.2 Met. It is equal to a value intermediate between a person at rest (1 Met) and a person who is driving, that is to say with a gentle level of cognitive and physical activity (1.4 Met).

[0057] A classification system is proposed, to cover 9 typical metabolic activity levels that can be identified by the combination of video sensors and physiological sensors.

[0058] The diagrams shown in FIG. 2 display the variation of operative temperature TOC (vertical axis) as a function of CLO, varying between 0.05 and 2; of MET, varying between 0.7 and 2; of weight W and of height H, with three typical sets: W & H low=55×1.6, W & H medium=70×1.7, W & H high=100×1.9; of humidity Hr, here taken to be at a median value of 50%; and of the average air speed Va, varying between 0.15 m/s (still air) and 0.6 m/s (high ventilation).

[0059] The first two diagrams show the effect of CLO and MET when the associated values of Met and Clo are close to the mean reference, i.e. Met=1.2 and Clo=1.

[0060] The third and fourth diagrams show the effect of CLO and MET when the associated values of Met and Clo are in a low range, i.e. Met=0.85 and Clo=0.35.

[0061] The fifth and sixth diagrams show the effect of CLO and MET when the associated values of Met and Clo are in a high range, i.e. Met=1.7 and Clo=1.75.

[0062] It can be seen that the slope is linear overall and only varies to a small extent over a wide range of variation of CLO and MET. The sensitivity slope may be approximated by a value which depends only on physical build CORP (i.e. on W and H) over 9 ranges of CLO and MET.

[0063] In a central range, associated with the conditions of highest occurrence, that is to say with Met between 1 and 4 and CLO between 0.7 and 1.5, the sensitivity is found to increase la physical build, with a difference of more than 20% between a stout person and a slim person.

[0064] In this range, the sensitivity to MET is also found to be close to 10, meaning that a variation of 0.1 Met will be compensated by a variation of ˜1° C. in the operative temperature. Specifically, there may be a difference of 0.4 Met, and therefore of 4° in the operative comfort temperature, between an inactive person at rest and a person driving.

[0065] In this range it is also found that the sensitivity to CLO is close to 8, meaning that a variation of 0.2 Clo will be compensated by a variation of about 1.5° C. in the operative temperature. Thus, there may be a difference of 0.6 Clo, and therefore of 4° to 5° in the operative comfort temperature, between a person in “casual” clothes, wearing trousers and a shirt (Clo ˜0.7), and a person in a three-piece suit (Clo ˜1.25).

[0066] It is also found, over the whole diagram, that the sensitivity to MET increases strongly if CLO is high, the sensitivity to CLO increases strongly if MET is high, and the sensitivity to MET is higher for MET<1 than for MET>1, mainly due to the fact that the contribution of respiration and sweating is reduced at low metabolism. Thus it may be noted that a person who is asleep (Met=0.7 to 0.9) may require a temperature 3° C. to 4° C. higher than a person at rest.