METHOD FOR CONTROLLING THE TEMPERATURE OF A HEATING SURFACE OF A HEATING PANEL AND CORRESPONDING CONTROL DEVICE

Abstract

A method (7) for controlling the temperature of a heating surface (5) of a heating panel (1) suitable for being installed inside a passenger compartment of a vehicle, for example a motor vehicle, this surface (5) being likely to be touched by a passenger in said passenger compartment, the method (7) involving controlling the temperature of said heating surface (5) as a function of at least one item of data representative of the profile of a passenger accommodated in the passenger compartment and/or at least one item of data representative of the heating surface (5) of the heating panel (1). The invention also relates to a corresponding control device (15).

Claims

1. A method for controlling the temperature of a heating surface of a heating panel being installed inside a passenger compartment of a motor vehicle, the surface being likely to be touched by a passenger in said passenger compartment, the method comprising: controlling the temperature of said heating surface as a function of at least one item of data representative of the profile of a passenger accommodated in the passenger compartment and/or at least one item of data representative of the heating surface of the heating panel.

2. The method as claimed in claim 1, the data representative of the profile of said passenger being at least one characteristic selected from: a physiological characteristic, a state of health, an item of lifestyle information, and the sensitivity of a part of the body likely to come into contact with the heating surface.

3. The method as claimed in claim 1, further comprising: determining the maximum temperature tolerated by a passenger in the vehicle, said maximum tolerated temperature being determined on the basis of at least one item of data representative of the profile of said passenger.

4. The method as claimed in claim 1, further comprising: determining the dry bulb temperature of the heating surface, known as the maximum permissible temperature of said heating surface, said dry bulb temperature being calculated in particular on the basis of the maximum temperature tolerated by the passenger and at least one item of data representative of said heating surface.

5. The method as claimed in claim 4, the item of data representative of the heating surface of the heating panel being the effusivity of the material forming said heating surface.

6. The method as claimed in claim 5, the effusivity of the material being corrected by a factor taking into account the surface finish of said material, said factor being selected from: roughness, porosity, irregularity, and continuity.

7. The method as claimed in claim 4, further comprising: acquiring at least one item of time information relating to the contact time between the passenger's skin and the heating surface of a heating panel, in which the method takes into account said at least one item of time information for determining the maximum temperature tolerated by the passenger.

8. The method as claimed in claim 4, further comprising: correcting the dry bulb temperature that consists of applying a correction coefficient to said dry bulb temperature to obtain a corrected dry bulb temperature, known as the maximum permissible temperature of the heating surface.

9. The method as claimed in claim 8, the correction coefficient decreasing when the temperature of the heating surface on contact with the skin of a passenger is close to a critical temperature, and the correction coefficient being zero when the temperature of said heating surface on said contact is greater than a critical temperature.

10. The method as claimed in claim 1, further comprising: acquiring at least one item of spatial information relating to the passenger inside the passenger compartment, in which said method takes into account said at least one item of spatial information for determining the parts of the passenger's body likely to touch a heating surface of a heating panel.

11. A device for controlling the temperature of a heating surface of a heating panel for being installed inside a passenger compartment of a motor vehicle, the surface being likely to be touched by a passenger in said passenger compartment, the device comprising: a data processing unit arranged to control the temperature of said heating surface as a function of at least one item of data representative of the profile of a passenger accommodated in the passenger compartment and/or at least one item of data representative of the heating surface of the heating panel.

12. The device as claimed in claim 11, the passenger compartment of the vehicle comprising: at least one sensor arranged to measure a parameter used to determine at least one of the items of data representative of the heating surface of the heating panel, and/or at least one of the items of data representative of the profile of a passenger accommodated in the passenger compartment.

Description

[0077] Further features, details and advantages of the invention will become more clearly apparent from reading the following description, given by way of non-limiting illustrative examples, and from the attached drawings, in which:

[0078] FIG. 1 is a transverse cross-sectional view of a heating panel suitable for being installed inside a vehicle passenger compartment,

[0079] FIG. 2 illustrates the steps of the method for controlling the temperature of heating surface of a heating panel according to FIG. 1,

[0080] FIG. 3 is a curve showing the effusivity of the material of the heating surface as a function of the type of constituent material, for a contact time equal to one second,

[0081] FIG. 4 is a curve showing a correction factor Co as a function of the roughness,

[0082] FIG. 5 is a diagram showing the corrected effusivity (by applying a correction factor Co to the effusivity depending on the material) of various materials as a function of their roughness and mechanical characteristic,

[0083] FIG. 6 is a curve showing the maximum permissible temperature for the heating surface as a function of the contact time (t.sub.c),

[0084] FIG. 7 is a curve showing the correction coefficient C.sub.c as a function of the temperature of the heating surface (T.sub.s),

[0085] FIG. 8 schematically and partially illustrates a device for controlling the temperature of the heating surface according to the invention.

[0086] In the description below, the terms user, driver and passenger will be used interchangeably in order to characterize an individual situated in the passenger compartment of a motor vehicle and likely to touch the heating surface of a heating panel.

[0087] The invention relates to a method for controlling the temperature of a heating surface of a heating panel suitable for being installed inside a passenger compartment of a vehicle, for example a motor vehicle. FIG. 1 shows a model of heating panel 1 that can be incorporated into a vehicle passenger compartment. The heating panel 1 can be arranged in a particular zone of the passenger compartment, for example the dashboard, a seat, a roof, a pillar, a footwell, etc.

[0088] According to one particular embodiment, the heating panel 1 comprises an assembly of several layers rigidly connected to each other. Preferably, these layers are three in number. A distinction is made between the radiation-generating layer 2, the thermally insulating layer 3 and the layer 4 protecting the layer 2.

[0089] The radiation-generating layer 2 is arranged to generate heat capable of warming at least one user of the vehicle. This layer comprises at least one heating element and at least two electrodes configured to supply the heating element with electricity. The heating element will then emit heat by the Joule effect, and where appropriate emit infrared radiation, the radiative component of heating.

[0090] The layer 3 is arranged in contact with the layer 2. Due to its thermally insulating character, it limits the heat losses to zones that are not useful to the heating of the passenger compartment of the vehicle.

[0091] The layer 4 is arranged on the passenger compartment side, more particularly towards a passenger. It performs a function of both protecting and trimming the layer 2 and enables the aesthetic incorporation of the heating panel 1 into the passenger compartment of the vehicle. The layer 4 can therefore be characterized as a decorative layer of the heating panel. The layer 4 thus comprises a material that is selected according to aesthetics and design criteria. Such a material is in particular selected from: leather, wood, fabric, paint, lacquer, metal, plastic or any other material enabling the aesthetic anchoring of the heating panel in the passenger compartment. Ideally, the layer 4 is characterized by significant emissivity, so that it does not obstruct the infrared waves emitted by the heating panel.

[0092] The outer face 5 of the layer 4 is the face directed towards at least one of the passengers. More specifically, the outer face is the face of the layer 4 on the opposite side to the inner face of the layer 4, this inner face being the face in contact between the layer 2 and the layer 4. The outer face 5 is therefore a visible part of the heating panel 1 inside the passenger compartment. When the heating panel is operating, the outer face 5 heats up and reaches a certain temperature. The outer face 5 will therefore be referred to interchangeably hereinafter as the heating surface 5 of the heating panel 1. The temperature measured on the surface of the heating panel (i.e. on the outer face 5) is referred to as the heating surface temperature. One of the passengers is likely to touch the heating surface 5. The part of the passenger's body that comes into contact with the heating surface can be for example their hand 6, and more generally any other element in direct proximity to the heating surface of the heating panel (any part of the passenger's body, clothing, etc.).

[0093] The heating panel 1 described herein comprises three layers, but other embodiments can be envisaged. It is thus realistic to incorporate other sub-layers into the layers set out above (for example, thermal and electric insulation and retention sub-layers). The way in which the three layers of the heating panel are arranged is not therefore under any circumstances a limiting criterion of the present invention.

[0094] With reference to FIG. 2, the method 7 for controlling the temperature of a heating surface of a heating panel includes different steps described below.

[0095] The method 7 for controlling the temperature of a heating surface comprises a step of determining the maximum temperature tolerated T.sub.tolerated (box 8, FIG. 2) by a passenger in the vehicle, said maximum tolerated temperature T.sub.tolerated being determined on the basis of at least one item of data representative of the profile of said passenger.

[0096] An item of data representative of the profile of a passenger accommodated in the passenger compartment can be selected from: [0097] a physiological characteristic of the passenger: for example their metabolic activity, age, sex, weight, or skin color. [0098] a state of health of the passenger. For example, a dehydrated person is less tolerant to heat than a person with a satisfactory hydration level. [0099] an item of information about the passenger's lifestyle: their occupational category, a hobby, or their country of origin. In this regard, a person accustomed to very low temperatures (for example a person living in a Scandinavian country) is less tolerant to heat than a person living in a hot country. In addition, a chef accustomed to working next to heat sources tolerates higher temperatures than the average individual. [0100] the sensitivity of a part of the body likely to come into contact with the heating surface, in particular the sensitivity of a hand, arm and/or foot.

[0101] The passenger compartment of the vehicle comprises at least one sensor arranged to measure a parameter used to determine at least one of the items of data described above.

[0102] The sensor is selected from: [0103] a DMS camera, [0104] an infrared camera installed so that it observes the radiating surface in the dome, for example on or near the ceiling light, [0105] a local temperature sensor, [0106] a numerical evaluation of the contact temperature produced by a thermal calculation incorporating data representative of the environment and the electric power of the panels, [0107] a temperature sensor measuring the temperature of the air near the heating panel.

[0108] A DMS (Driver Monitoring System) camera is a camera that operates in the near infrared. By means of algorithms, it is possible to deduce a number of items of information, such as: recognizing the identity of the passenger, estimating their heart rate, etc.

[0109] The tolerated temperature depends on the sensitivity of the individual to heat; it is a complex function that depends in particular on age, the part of the body in question, the occupation and the level of fatigue of the individual.

[0110] For a contact time of the order of one second with the heating surface, the tolerated temperature is close to 60° C. For a contact time of the order of 10 seconds, the tolerated temperature is close to 52° C.

[0111] The heat tolerance can vary with the occupation of the individual in question. It has been observed that a chef tolerates higher temperatures, up to 70° C. for one second of contact with the heating surface.

[0112] The method for controlling the temperature of a heating surface advantageously comprises a step of determining the dry bulb temperature T.sub.dry of the heating surface (box 9, FIG. 2). T.sub.dry is calculated in particular on the basis of the maximum temperature tolerated T.sub.tolerated by the passenger and at least one item of data representative of the heating surface.

[0113] According to a preferred embodiment, the data representative of the heating surface of the heating panel is the effusivity ε.sub.mat of its constituent material. The heating surface can be made from: leather, wood, fabric, paint, lacquer, metal, plastic, or any other material enabling the aesthetic anchoring of the heating panel in the passenger compartment.

[0114] FIG. 3 shows the effusivity ε.sub.mat (unit: J.Math.m.sup.−2.Math.K.sup.−1.Math.s.sup.−1/2) of various materials. It will be noted that metals have high effusivity compared to concrete and wood.

EXAMPLE 1: THE HEATING SURFACE IS MADE FROM STEEL

[0115] Steel has an average effusivity ε.sub.steel=14,000 J.Math.m.sup.−2.Math.K.sup.−1.Math.s.sup.−1/2

[0116] Skin has an average effusivity ε.sub.skin=400 J.Math.m.sup.−2.Math.K.sup.−1.Math.s.sup.−1/2 and its average temperature is T.sub.skin=37° C.

[0117] A passenger, identified by a sensor of the system as tolerating a maximum temperature T.sub.tolerated=50° C., is likely to touch the steel heating surface 5 of a heating panel 1 with their hand 6. The dry bulb temperature T.sub.dry of the heating surface 5 determined by the control method (boxes 8 and 9, FIG. 2) is linked to the maximum tolerated temperature by the following formula:

[00001]$T_{\mathrm{tolerated}}=\frac{{\mathrm{.Math.}}_{s\mathrm{teel}}\times T_{dry}+{\mathrm{.Math.}}_{skin}\times T_{skin}}{{\mathrm{.Math.}}_{s\mathrm{teel}}+{\mathrm{.Math.}}_{skin}}{T}_{\mathrm{dry}}=\frac{T_{\mathrm{tolerated}}\times \left({\mathrm{.Math.}}_{s\mathrm{teel}}+{\mathrm{.Math.}}_{skin}\right)-{\mathrm{.Math.}}_{skin}\times T_{skin}}{{\mathrm{.Math.}}_{acier}}{T}_{\mathrm{dry}}=\frac{50\times \left(14000+400\right)-400\times 37}{14000}$$T_{\mathrm{dry}}=50°C$

[0118] In conclusion, the dry bulb temperature of the steel heating surface determined on the basis of the effusivity of steel and the maximum temperature tolerated by this passenger is approximately 50° C.

EXAMPLE 2: THE HEATING SURFACE IS MADE FROM WOOD

[0119] Wood has an average effusivity ε.sub.wood=500 J.Math.m.sup.−2.Math.K.sup.−1.Math.s.sup.−1/2

[0120] Skin has an average effusivity ε.sub.skin=400 J.Math.m.sup.−2.Math.K.sup.−1.Math.s.sup.−1/2 and its temperature is approximately T.sub.skin=37° C.

[0121] A passenger, identified by a sensor of the system as tolerating a maximum temperature T.sub.tolerated=50° C., is likely to touch the wooden heating surface 5 of a heating panel 1 with their hand 6. The dry bulb temperature T.sub.dry of the heating surface 5 determined by the control method (blocks 8 and 9, FIG. 2) is linked to the maximum tolerated temperature by the following formula:

[00002]$T_{\mathrm{tolerated}}=\frac{{\mathrm{.Math.}}_{wood}\times T_{dry}+{\mathrm{.Math.}}_{skin}\times T_{skin}}{{\mathrm{.Math.}}_{wood}+{\mathrm{.Math.}}_{skin}}$$T_{\mathrm{dry}}=\frac{T_{\mathrm{tolerated}}\times \left({\mathrm{.Math.}}_{wood}+{\mathrm{.Math.}}_{skin}\right)-{\mathrm{.Math.}}_{skin}\times T_{skin}}{{\mathrm{.Math.}}_{wood}}$$T_{\mathrm{dry}}=\frac{50\times \left(500+400\right)-400\times 37}{500}$$T_{\mathrm{dry}}=60°C$

[0122] In conclusion, the dry bulb temperature of the wooden heating surface determined on the basis of the effusivity of wood and the maximum temperature tolerated by this passenger is approximately 60° C.

[0123] According to a preferred embodiment, the item of data representing the heating surface of the heating panel is the effusivity ε.sub.corrected of the material, ε.sub.corrected being the effusivity of the material corrected by a factor or coefficient taking into account the surface finish of this material, in particular its roughness. FIG. 4 shows the change in the factor Co as a function of the roughness Ra of various materials. The roughness R.sub.a (average roughness) is intrinsically linked to the nature and production method of the constituent material. Roughness can be defined as all of the irregularities on the surface of the material, in particular asperities and hollows. It is known to a person skilled in the art that roughness can be evaluated according to two approaches: by performing a roughness test (visual and/or tactile comparison of the surface of a material with a set of reference samples), or using a roughness meter (stylus probe, focus variation microscope, confocal microscopy, or atomic force microscopy (AFM)).

[0124] FIG. 5 shows the change in effusivity ε.sub.corrected as a function of the roughness (R.sub.a) of various metals (copper, aluminum, steel, polyethylene, wood). The effusivity ε.sub.corrected increases with the roughness of the material forming the heating surface. The dry bulb temperature that can be applied to the heating surface is thus greater the rougher the material forming the heating surface.

[0125] According to a preferred embodiment, the method 7 for controlling the temperature of the heating surface further comprises a step (box 10, FIG. 2) of acquiring at least

one item of time information (t.sub.c) relating to the contact duration or time between the passenger's skin and the heating surface of the heating panel. The method takes into account this item of time information for determining the maximum temperature tolerated by the passenger. The time t.sub.c can be measured using a radar or any other appropriate device. FIG. 6 contains superimposed curves, each showing the maximum permissible temperature for the heating surface as a function of the contact time t.sub.c, for various constituent materials of the heating surface.

[0126] According to FIG. 6, the longer the contact time between the skin and the heating surface, the lower the maximum temperature tolerated by the passenger, regardless of the type of material forming the heating surface.

[0127] Taking the contact time t.sub.c into account makes it possible to propose an even more efficient model for controlling the temperature of the heating surface of the heating panel.

[0128] If no measuring device is provided, the contact time t.sub.c is set to one second, the critical time for an individual to withdraw their hand on unintentional contact with the heating surface.

[0129] According to a preferred embodiment, the method 7 for controlling the temperature of the heating surface further comprises a step (box 11, FIG. 2) of correcting the dry bulb temperature, consisting of applying a correction coefficient C.sub.c thereto. The corrected dry bulb temperature (T.sub.dry corrected) is then determined. This is the maximum permissible temperature of the heating surface of the heating panel. C.sub.c depends on the temperature of the heating surface. FIG. 7 is an example of the change in the correction coefficient applied as a function of the temperature of the heating surface T.sub.s. C.sub.c decreases when T.sub.s is close to an arbitrarily defined critical temperature T.sub.c (T.sub.c can be a fixed value or a temperature range). By way of non-limiting illustrative examples, T.sub.c=80° C. or T.sub.c=[70° C.-80° C.]. While T.sub.s remains less than T.sub.c, C.sub.c is between 1 and C.sub.min=0.9. When T.sub.s exceeds T.sub.c, C.sub.c is zero.

[0130] The correction coefficient C.sub.c is thus applied as a safety measure and makes it possible to overcome the risks of system failure.

[0131] Once any of the steps relating to each box 9, 10 or 11 has been carried out (the steps relating to boxes 10 and 11 being optional steps), a maximum permissible temperature T.sub.max of the heating surface can finally be determined (box 12, FIG. 2).

[0132] It will be noted that the order of at least some steps of the method can be reversed.

[0133] In addition, the method for controlling the temperature of a heating surface can comprise a step (box 13, FIG. 2) of determining the maximum power P.sub.max output of the heating panel as a function of the permissible temperature T.sub.max of the heating surface of this heating panel. Advantageously, the power output P(t) of the heating panel is less than P.sub.max. The method takes into account at least one item of data representative of the thermal environment around the heating panel (temperature inside the passenger compartment, outside temperature, etc.) for determining P(t) (box 14, FIG. 2).

[0134] The method can further comprise a step of acquiring at least one item of spatial information relating to the passenger inside the passenger compartment. The method takes into account said at least one item of spatial information for determining the parts of the passenger's body (hand, feet, arms, etc.) likely to touch a heating surface of a heating panel. The information can be acquired by means of an infrared dome formed by a wide-angle infrared camera placed on a ceiling of the passenger compartment. It is thus possible to identify the location of the heating surface likely to be touched by part of the passenger's body, and control the temperature of this heating surface in particular.

[0135] FIG. 8 shows a device 15 for controlling the temperature of a heating surface of a heating panel 1. This device comprises a data processing unit 16 arranged to control the temperature of the heating surface as a function of at least one item of data representative of the profile of a passenger accommodated in the passenger compartment and/or at least one item of data representative of the heating surface of the heating panel. This data can be determined by at least one sensor including: [0136] a camera, in particular a DMS camera 17, arranged to observe at least one passenger in the passenger compartment, [0137] an infrared dome 18 formed by a wide-angle infrared camera placed on a ceiling of the passenger compartment, [0138] a physiological sensor 19, [0139] a sensor 20 detecting the temperature prevailing in the passenger compartment.

[0140] In conclusion, the invention makes it possible to minimize or even eliminate the risk of burning a passenger likely to come into contact with the heating surface of a heating panel. The invention therefore makes it possible to meet growing needs relating to safety inside the vehicle. One of the advantages of the present invention is that it offers a personalized driving experience as the temperature control method takes into account at least one item of data representative of the passenger's profile and/or at least one item of data relating to the heating surface of the heating panel.