MAP OF A VEHICLE

Technical Field

[0001] The present disclosure relates to a system and method to generate a thermal comfort map of a vehicle. More particularly, this patent disclosure relates to a wireless system to control or modify a HVAC system to achieve thermal comfort with efficient energy consumption.

Background

[0002] 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 relevant to the presently claimed disclosure, or that any publication specifically or implicitly referenced is prior art.

[0003] Vehicles have become an indispensable part of everyday life. Because of increasing mobility, people spend more time inside the vehicles. This draws more attention to the comfort of occupants inside the vehicle. The four main comforts for the occupants are thermal comfort, visual comfort, acoustic comfort and air quality comfort. Out of all the comforts, the thermal comfort is the most significant for the occupant of the vehicle as this can primarily affect the health and performance of the occupant. Many health problems have been reported every year because of the high temperature inside the vehicle.

[0004] Thermal comfort is the condition of mind which expresses satisfaction with the thermal environment. Thermal comfort is a subjective term defined by a plurality of sensations and is secured by all factors influencing the thermal condition experienced by the occupant. Because the people are different, in the same condition, the thermal sensation perceived can be different. This means that the environmental conditions required for achieving comfort are not the same for everyone.

[0005] Traditionally, the method and system to evaluate, monitor or measure thermal comfort in vehicles involves measuring the 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 will increase or decrease in a cold or warm vehicle. Another purpose is to study the difference between the temperature at the feet and head level and also to establish when the temperature reaches the thermal comfort level.

[0006] However, the drawback of the above approach is that only one or two of the needed parameters that concern the thermal comfort sensation are measured. For instance, the traditional method measures only the air temperature. By measuring only, the air temperature, any influence of the air velocity, radiation (cold or hot), relative humidity and surface temperature are neglected and the measurements might lead to false conclusions.

[0007] Nowadays, efforts are being made to estimate the thermal comfort in a vehicle by measuring each environment parameter. There are various assessment approaches that take into account of all the environmental parameters to measure thermal comfort. Such approaches are outlined in the 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 the thermal comfort standards are based upon the approach where a combination of air temperature, mean radiant temperature, relative humidity and air velocity are used to estimate thermal comfort. There is a great inter-correlation among all these parameters. The thermal comfort can be obtained by correlating all these parameters.

[0008] Another key thing to remember is that the evaluation of thermal comfort in vehicles is much more complicated than in buildings. Despite considering more environmental parameters to access thermal comfort, the drawbacks with the above approaches are that it rarely considers factors that influence the environmental parameters in the vehicle. The glazing area in a vehicle is large compared to cabin surface. The sun incident from the glazing largely affects the thermal environment of the vehicle. The orientation of the vehicle to the position of the sun also changes continuously. Hence, the thermal environment in the vehicle also depends on the solar irradiation incident through a window or windshield. Moreover, as the vehicle is more compact than buildings, the thermal environment inside the vehicle also largely depends on surface temperature and heat flux of seat, steering wheel, dashboard, windshield and windows.

[0009] Besides just the method and the system to measure, monitor and evaluate the thermal comfort inside the vehicles, there are several pieces of research regarding the use of the thermal comfort studies to control HVAC systems. The patent US5988517 describes a HVAC control system to achieve thermal control utilizing thermal comfort model. The thermal comfort model is calculated using the interior temperature, setpoint temperature, ambient temperature and sunload. One downside is that the thermal comfort model disclosed in US5988517 does not consider all the environmental parameters that influence the thermal scenario of a vehicle. Consequently, using the thermal comfort model which considers only few parameters is erroneous and will also lead to false conclusion. Such models will adjust the HVAC system to just maximum cooling or heating. Subsequently, this will further lead to a lot of energy wastage.

[0010] Additionally, thermal comfort system inside the vehicles at present comprises sensors to measure the parameters, computing device which has software to analyse the parameters to evaluate thermal comfort and a display device to visualize thermal comfort. Such systems are required for real-time and multi-point analysis. Currently, the sensors, the computing device and the display device are kept in close proximity to evaluate and visualize thermal comfort. The operator who monitors thermal comfort has to be present near the system to visualize thermal comfort. Thus, such systems have limitations related to measurement and visualization of thermal comfort when the vehicle is running or when the vehicle is moved from one location to another location.

[0011] Moreover, the sensors, the computing device and the visualization device are connected via physical wires. The physical wires in the vehicle can cause a lot of nuisance in the vehicle for the occupants. Due to the above facts, such systems are neither occupant friendly nor operator friendly.

[0012] As a result, there is a need to make an accurate evaluation of the thermal comfort of a vehicle taking into account of all the environmental factors that effects the thermal condition of the vehicle. Also, there exists a need to control the HVAC system of the vehicle using an accurate thermal comfort values which is energy efficient. In addition, a wireless thermal comfort measurement system is needed which is both occupant and operator friendly.

Summary of the Disclosure

[0013] The present disclosure provides a wireless system to generate a thermal comfort map of a vehicle comprising a plurality of high precision sensor devices and data acquisition device. The sensor devices configured to 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 simultaneously. Preferably, embedding at least one of the sensor devices in a windshield of the vehicle. The data acquisition device comprising a transceiver unit, a storage unit and an analysis unit. The data acquisition device configured to calculate data including mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD) based on the parameters and generate the thermal comfort map of the vehicle based on the data calculated and the parameters measured.

[0014] According to another aspect, the present disclosure provides a wireless system to generate a visual comfort, acoustic comfort and air quality comfort map of a vehicle. The system includes at least one of the sensor devices configured to measure at least one of the parameters including air quality, light and noise. Preferably, embedding at least one of the sensor devices in a windshield of the vehicle. The data acquisition device configured to calculate at least one of the data including intensity of light, sound levels and amount of volatile organic compounds (VOCs) in air based on the parameters and generate at least one of the map including visual comfort, acoustic comfort and air quality comfort of the vehicle based on the data calculated.

[0015] According to another aspect, the present disclosure provides a method of determining a thermal comfort of a vehicle. The method includes first, determining a specified region in the vehicle for mounting a plurality of sensor devices. At least one of the sensor devices is embedded in a windshield of the vehicle. Next measuring a plurality of parameters of the vehicle simultaneously by the plurality of sensor devices located in the vehicle, wherein the parameters include but not limited to air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation. Next transmitting the parameters wirelessly by the plurality of sensor devices. Next receiving the parameters wirelessly by a transceiver unit of a data acquisition device. Next storing the parameters by a storage unit of the data acquisition device. Next analysing of the parameters by an analysis unit of the data acquisition device including calculating data such as mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD) based on the parameters. Next generating a thermal comfort map of the vehicle based on the data calculated and the parameters measured. Lastly, utilizing the thermal comfort map to control a HVAC system operating plan or modify the design of a HVAC system of the vehicle to achieve the thermal comfort with efficient energy consumption.

Brief Description of the Drawing [0016] Embodiments are illustrated by way of example and are not limited in the accompanying figures.

[0017] FIG. 1 is a block diagram of a wireless system to generate a thermal comfort map of a vehicle; according to the present disclosure;

[0018] FIG.2 is a block diagram of a data acquisition device; according to one of the embodiments of the present disclosure;

[0019] FIG. 3 is an exemplary thermal comfort map of a vehicle based on the calculated mean radiant temperature;

[0020] FIG. 4 is a block diagram of a wireless system to generate a thermal comfort map of a vehicle; according to one of the embodiments of the present disclosure;

[0021] FIG.5 is a block diagram of a data acquisition device; according to one of the embodiments of the present disclosure;

[0022] FIG. 6 is a diagram showing exemplary comfort levels based on PMV bar graph indicating numerical values for comfort levels between hot and cold; according to one of the embodiments of the present disclosure;

[0023] FIG. 7 is a flowchart of determining a thermal comfort of a vehicle; according to one of the embodiments of the present disclosure;

[0024] FIG. 8 is a flowchart of utilizing a thermal comfort map to control a HVAC system of a vehicle to achieve thermal comfort; according to one of the embodiments of the present disclosure;

[0025] FIG. 9A is an exemplary thermal asymmetry of a vehicle based on distribution of air temperature;

[0026] FIG. 9B is an exemplary thermal asymmetry of a vehicle based on distribution of air temperature;

[0027] FIG. 10 is a flowchart of predicting energy efficient thermal comfort; according to one of the embodiments of the present disclosure;

[0028] FIG. 11 is a flowchart of predicting cost effective thermal comfort; according to one of the embodiments of the present disclosure;

[0029] FIG. 12 is a graph illustrating an example data plot of operative temperature;

[0030] FIG. 13 is a graph illustrating an example data plot of mean radiant temperature;

[0031] FIG. 14 is a graph illustrating an example data plot of equivalent temperature;

[0032] FIG. 15 is a graph illustrating an example data plot of PMV ; [0033] FIG. 16 is a graph illustrating an example data plot of PPD;

[0034] FIG. 17 is a graph illustrating an example data plot of thermal asymmetry;

[0035] FIG. 18 is a contour map illustrating an example data plot of operative temperature during parking;

[0036] FIG. 19 is a contour map illustrating an example data plot of operative temperature during cooling;

[0037] FIG. 20 is a contour map illustrating an example data plot of mean radiant temperature during parking;

[0038] FIG. 21 is a contour map illustrating an example data plot of mean radiant temperature during cooling;

[0039] FIG.22 is a contour map illustrating an example data plot of equivalent temperature during parking;

[0040] FIG.23 is a contour map illustrating an example data plot of equivalent temperature during cooling;

[0041] FIG. 24A illustrates a heat cut, operating temperature inside the vehicle and energy consumption required to maintain desired temperature inside the vehicle ;

[0042] FIG. 24B illustrates an example of cost-effective thermal comfort model ;

[0043] FIG. 25 illustrates an example of the HVAC load for automotive cabin for different sets of glazings;

FIG. 26 illustrates the thermal asymmetry map for a vehicle for different sets of glazings;

[0044] Skilled artisans appreciate that elements in the figures are illustrated for simplicity and clarity and have not necessarily been drawn to scale. For example, the dimensions of some of the elements in the figures may be exaggerated relative to other elements to help to improve understanding of embodiments of the disclosure.

Detailed Description

[0045] The present disclosure is now discussed in more detail referring to the drawings that accompany the present application. In the accompanying drawings, like and/or corresponding elements are referred to by like reference numbers.

[0046] For convenience, the meaning of certain terms and phrases used in the current disclosure are provided below. If there is an apparent discrepancy between the usage of a term in other parts of this specification and its definition provided in this section, the definition in this section shall prevail.

Definitions

[0047] Thermal Comfort - Thermal comfort is the condition of mind that expresses with the thermal environment and is assessed by subjective evaluation. Thermal comfort is a subjective term defined by a plurality of sensations and is secured by all factors influencing the thermal condition experienced by the occupant, therefore is difficult to give a universal definition of this concept.

[0048] Thermal Comfort Map - Thermal comfort map is a 3D thermal image which depicts the distribution of at least one or combination of the data (mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD)) and/or parameter (air temperature sensor, air velocity sensor, relative humidity sensor, globe temperature sensor, surface temperature sensor, surface heat flux sensor, net radiation sensor and solar radiation sensor) on the different components of the vehicle.

[0049] Air Temperature - Air Temperature is defined as the average temperature of air surrounding the body, with respect of location and time. Air temperature can be measured by but not limited to IR radiation sensor, IR sensor, IR camera, resistance temperature detector and thermocouple.

[0050] Air Velocity - Air velocity is defined as the average speed of the air to which the body is exposed, with respect the location and time.

[0051] Relative Humidity - Relative Humidity (RH) was defined as the ratio of the amount of water vapour in the air to the amount of water vapour that the air could hold at the specific temperature and pressure.

[0052] Globe Temperature - Globe Temperature is the temperature of the globe thermometer. The globe thermometer is a device used in thermal comfort primarily to estimate mean radiant temperature.

[0053] Surface Temperature - Surface temperature is the temperature of the surface such as steering wheel, seat, dashboard, window, windshield, headrest, floor, headliner, or airbag. Surface temperature can be measured by but not limited to IR radiation sensor, IR sensor, IR camera resistance temperature detector and thermocouple. [0054] Surface Heat Flux - Surface Heat Flux is the amount of heat energy passing through certain surfaces such as steering wheel, seat, dashboard, window, windshield, headrest, floor, headliner, or airbag

[0055] Solar Radiation - Solar Radiation is the power per unit area (watts per square metre, W/m2), received from the Sun in the form of electromagnetic radiation as reported in the wavelength range of the measuring instrument. Solar irradiance is often integrated over a given time period in order to report the radiant energy emitted into the surrounding environment (joules pet square metre, J/m2), during that time period. This integrated solar irradiance is called solar irradiation, solar exposure, solar insolation, or insolation.

[0056] Net Radiation - Net Radiation is the heat received per unit area (watts per square metre, W/m2) on surface such as steering wheel, seat, dashboard, window, windshield, headrest, floor, headliner, or airbag.

[0057] Mean Radian Temperature - Mean Radiant Temperature is the uniform temperature of an imaginary black enclosure which would cause the same heat loss by radiation from the occupant as the actual enclosure. Mean radiant temperature represents the means temperature of all the objects surrounding the occupant (example steering wheel, seat, dashboard, window, windshield, headrest, floor, headliner, or airbag) and the globe sensor temperature. Mean radiant is calculated by using the following equation (ISO 7726 Standard): where T _r is mean radiant temperature, Ti is the surface temperature of surrounding surface i and Fp-i is the view factor between the person and surface i.

The mean radiant temperature can also be estimated using a globe sensor temperature by the equation (ISO 7726 Standard): 273

where MRT is the mean radiant temperature (°C), GT is the globe temperature (°C), v _a is the air velocity at the level of the globe (m/s), e is the emissivity of the globe (no dimension), D is the diameter of the globe (m), T _a is air temperature (°C). [0058] Operative Temperature - Operative Temperature is integrated effect of air and mean radiant temperature, which could be directly measured by using an unheated globe temperature sensor. Operative temperature is calculated by using the following equation (CSN EN ISO 773):

i0 = + ( ¹ - ^fl ) ^X ( ⁱ r - ⁱ _fl )

where a _c , a _r [Win ² K ¹ J are the coefficients of heat transfer by convection and radiation, respectively, on the body surface; t _a , t _r [ ^° C] are the air temperature and mean radiant temperature, respectively.

[0059] Equivalent Temperature - Equivalent Temperature expresses the combined effect of the air velocity, air temperature and mean radiant temperature. It is the temperature of a homogenous space, with its mean radiant temperature equal to air temperature and zero air velocity, in which an occupant exchanges the same heat loss by convection and radiation as in the actual conditions under assessment. This represents the average of the air temperature and the mean radiant temperature weighted respectively by the convection heat transfer coefficient and the radiation heat transfer coefficient for the occupant. The equivalent temperature uses the same method of calculation as the operative temperature for ambient air velocities under 0.1 m/s. For values of the ambient air velocities greater than 0.1 m/s, the equivalent temperature is expressed as a function of the air temperature, the mean radiant temperature, the air velocity and the thermal resistance of clothing. The equivalent temperature is a certain relation with air velocity, air temperature, and mean radiant temperature as equation (ISO 14505):

T _eq = 0.5 x (T _a + T _r ) for v _a < 0.1 m/s

0.24 - .75 x Jv ^~

T = 0.55 x T + 0.45 x T + - x (36.5 - T ) for v _a > 0.1 m/s

l ^{+ I} d

Where T _eq is the equivalent temperature, T _a is air temperature, T _r is mean radiant temperature, v _a is air velocity Ti is a thermal resistance of clothing.

[0060] PMV/PPD - The thermal comfort is analysed by PMV (Predicted Mean Vote), and thermal discomfort can be analysed by PPD (Predicted Percentage Dissatisfied). PMV and PPD have been entered into the international standard ISO7730 and ASHRAE Standard 55 to measure thermal comfort and discomfort. The PMV and PPD are based on the interaction between the human body and the environment which is described by the heat balance equations. The PMV-PPD takes six factors into account, including human activity level, thermal clothing, air temperature, mean radiant temperature, air velocity, and relative humidity, in order to meet the conditions of the body’s heat balance equation. The PMV index is given by equation (ISO 14505):

PMV = [0.303 xexp ^{0 06M} + 0.028] x (M-W) - 3.05xl0 ⁵ x[5733-6.99x(M-W)-P _a ] - [0.42x(M-W)- 58.15] - [1.7xl0 ⁵ xMx(5867-P _a )] - [0.0014xMx(34-T _a )] - [3.96xl(T ⁸ xf _ci x(T _ci +273) ⁴ ] - (T _r +273) ⁴ -

[fclXhcX(Tcl-Ta)]

where M stands for metabolic rate (W/m ² ), W is rate of mechanical work (W/m ² ), f _ci is clothing area factor, h _c is the convective heat transfer coefficient (W/m ² ), T _r is mean radiant temperature (°C), P _a and T _a are ambient vapour pressure and temperature in kPa and °C respectively. The inputs needed to calculate the PMV Value are air temperature, mean radiant temperature, air velocity, relative humidity, metabolic rate and clothing insulation. PMV value of zero states that the body is in thermal equilibrium. PMV in range of +0.5 to -0.5 are acceptable for thermal comfort.

The PPD relates to PMV as given by equation (ISO 7730):

PPD = 100— 95 X _e ^— ° °3353PMV ⁴ +0.2179PMV ^z )

[0061] 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 has a range from -3 to +3 (-3: cold, -2: cool, -1: slightly cool, 0 neutral, 1: slightly warm, 2: warm, 3: hot).

[0062] Thermal Asymmetry - Thermal asymmetry is the difference in the measured parameters (air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation) or difference in the data calculated (mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD)) among any two locations in the vehicle

[0063] Energy Efficient Thermal Comfort - Energy Efficient Thermal Comfort is the trade-off point between the data calculated (mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD)) and an energy consumption to run the HVAC system, wherein the trade-off means to find set point values of the HVAC system to reduce the energy consumption, while maintaining thermal comfort within an optimal data range. [0064] Cost Effective Thermal Comfort - Cost effective thermal comfort is the trade-off point between performance of a glazing of the vehicle and cost to run the HVAC system, wherein the trade-off means to find set-point values of the HVAC system for effective cost, while maintaining the thermal comfort within an acceptable data range.

[0065] FIG. l is a block diagram showing the system of the present disclosure. In FIG. 1 , a system 100 to generate a thermal comfort map of a vehicle 102 is provided which comprises primarily a plurality of sensor devices 104 and the data acquisition device 106. The sensor devices 104 and the data acquisition device 106 are coupled via wireless communication. The wireless communication uses a short-range or a long-range wireless communication protocol. Some short- range technologies including but not limited to Bluetooth, IEEE802.il wireless local area network (WLAN), Wireless Universal Serial Bus (WUSB), Ultra Wideband (UWB), ZigBee (IEEE802.15.4, IEEE802.15.4a), infrared, a radio frequency identification (RFID) and near field communication (NFC) technology. Some long-range wireless technologies including but not limited to GSM, long-range RF and Wi-Fi.

[0066] 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, relative humidity sensor, globe temperature sensor, surface temperature sensor, surface heat flux sensor, net radiation sensor and a solar radiation sensor. For the easy illustration, the plurality of sensor devices 104 is depicted using a single block in all figures. The parameters measured by these sensor devices 104 are air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation. The placement of sensor devices 104 is a very important factor which can influence the measurement of parameters. The sensor devices 104 are positioned at a specified region in the vehicle 102. In some embodiments, the sensor devices 104 are positioned on steering wheel, seat, dashboard, window, windshield, headrest, floor, headliner, or airbag of the vehicle 102. At least one or more sensor devices 104 are preferably embedded in the windshield of the vehicle 102 to measure the temperature of the windshield. The sensor devices 104 which are preferably embedded in windshield are a surface temperature sensor, surface heat flux sensor, net radiation sensor and a solar radiation sensor. As the glazing area in a vehicle 102 is large in comparison to cabin surface, the sun incident from the windshield largely affects the thermal environment of the vehicle 102. Hence, it becomes important to measure the temperature of the windshield of the vehicle 102. The sensor devices 104 are placed at head, breath, foot or knee level in a vehicle 102 with respect to occupants to measure various parameters. Other key factors related to the positioning of sensor devices 104 in a vehicle 102 are dimension, interior, schedule of the vehicle 102 and the time period of the day. For instance, in an SUV more sensor devices 104 have to be placed as compared to a hatchback, as the length of SUV is more. Moreover, the interiors are also different. The hatchback does not have much space in the boot hence sensor devices 104 placement might be a challenge. However, the SUV comprises a large boot in the backside. More sensor devices 104 can be positioned in the boot of the SUV. Likewise, the schedule of the vehicle 102 and the time period of the day also influences the placement of sensor devices 104. The schedule of the vehicle 102 is defined as whether the vehicle 102 is stationary and unoccupied, stationery and occupied or running mode. During running mode, more sensor devices 104 which measure air velocity are placed, than when the vehicle 102 is in the stationary mode. The time of the day also influences the thermal environment. During the day, more sensor devices 104 are required to measure solar radiation and heat flux as compared to that at night. The sensor devices 104 can also store the parameters measured.

[0067] The sensor devices 104 includes a transceiving and receiving unit, a controller unit and a power unit. The transceiving and receiving unit comprises of at least one antenna for wireless communication. The sensor devices 104 transmit the parameters measured to the data acquisition device 106. The data acquisition device 106 is configured to calculate data including mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD) based on the parameters measured by the sensor devices 104.

[0068] The data acquisition device 106 then generate the thermal comfort map of the vehicle 102 based on the data calculated and the parameters measured by the sensor devices 104. The thermal comfort map is the distribution of at least one or combination of data including mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD) and parameters including air temperature sensor, air velocity sensor, relative humidity sensor, globe temperature sensor, surface temperature sensor, surface heat flux sensor, net radiation sensor and solar radiation sensor across the vehicle 102.

[0069] FIG. 2 illustrates the block diagram of a data acquisition device 106. The data acquisition device 106 comprises a transceiver unit 114, a storage unit 116 and an analysis unit 118. The data acquisition device 106 is configured to transmit, receive, store and analyse the parameters. The data acquisition 106 device performs multi-points and real-time calculation of the data. The data acquisition device 106 is a wireless device. The transceiver unit 114 is for transmitting and receiving. The transceiver unit 114 receives the parameters measured by the sensor devices 104 (not shown). The transceiver unit 114 passes the parameters measured by the sensor devices 104 (not shown) to the storage unit 116. The transceiver unit 114 comprises of at least one antenna for wireless communication. The storage unit 116 store the parameters received by the transceiver unit 114. The analysis unit 118 uses the parameters stored in the storage unit 116 and calculate data including mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD). The analysis unit 118 employs the data calculated and parameters measured by the sensor devices 104 (not shown) to generate the thermal comfort map of a 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 can also store the thermal comfort map generated by the analysis unit 118.

[0070] In an embodiment, the each of the sensor devices 104 and data acquisition unit 106 includes power unit. The power unit is a battery or an external power source. The power unit further includes a low power management unit for efficient power distribution.

[0071] The thermal comfort map is a 3D or 2D representation which depicts the distribution of at least one or combination of the data (mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD)) and/or parameter (air temperature sensor, air velocity sensor, relative humidity sensor, globe temperature sensor, surface temperature sensor, surface heat flux sensor, net radiation sensor and solar radiation sensor) on the different components of the vehicle 102. The 2D or 3D images include graphical or textual representations in the form of images, graphs, tables or contours. FIG. 3 shows the thermal comfort map of vehicle 102 in the form of thermal image. FIG. 3 presents the exemplary thermal comfort map which is based on the distribution of mean radiant temperature on the different zones in a vehicle 102. Likewise, the thermal comfort map can be generated to visualize the distribution of any of the calculated data and measured parameters of the vehicle 102.

[0072] FIG. 4 is a block diagram showing one embodiment of the system 100 of the present disclosure. In FIG. 4 a system 100 to generate the thermal comfort map of the vehicle 102 comprises the plurality of sensor devices 104, the 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. Notably, the display device 108 is either integrated into the vehicle 102 and/or is a remote portable device 110. The display device 108 is integrated into a dashboard, windshield or behind the seat of the vehicle 102. The data acquisition device 106 can pair up with the multiple remote portable devices 110 simultaneously. The remote portable device 110 is a handheld device or a wearable device such as the computer, mobile, laptops, tabs, smart watch or AR glasses. The remote portable device 110 can also control the data acquisition device 106. The remote portable device 110 may include a graphical user interface to control the data acquisition device 106. In an example, the remote portable device 110 may be used to‘turn on’ or‘turn off the HVAC system of the vehicle to achieve optimal temperature. The user may send command signals to the HVAC system before entering the vehicle to optimise thermal comfort within the vehicle.

[0073] The graphical user interface is either a software application or web dashboard. The data acquisition device 106 can be controlled by input given by the user in the form of voice commands. The graphical user interface uses structured programming languages to execute the selection given by the user in the form of voice commands in the interface. Moreover, in some embodiments, the system 100 also includes a remote server 112. The remote server 112 have processing capabilities. The remote server 112 is connected to the data acquisition device 106. The data acquisition device 106, the sensor devices 104 and remote portable device 110 includes but not limited to an eSim module or Wifi module or Bluetooth or Lora module which helps in developing communication between the data acquisition device 106, sensor device 104, remote portable device 110 and remote server 112. The data acquisition device 106 transmits parameters measured by the sensor devices 104, data calculated and thermal map to the remote server 112. Alternatively, the remote server 112 is connected to the sensor devices 104. The remote server 112 is configured to store the parameters measured by the sensor devices 104. The remote server 112 also calculates data such as including mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD) based on the parameters measured by the sensor devices 104. Furthermore, the remote server 112 also generates and store the thermal comfort map based on the data calculated and the parameters measured by the sensor devices 104. Alternatively, the remote server 112 is connected to the remote portable devices 110. Alternatively, the each of the sensor devices 104, the data acquisition device 106 and the remote portable devices 110 include an edge computing unit. The edge computing unit restricts the information sent to remote server 112 by the each of the sensor devices 104, the data acquisition device 106 and the remote portable devices 110. This can help in reducing the storage space of the remote server 112.

[0074] FIG. 5 is the block diagram of the data acquisition device 106 according to one of the embodiments of the present disclosure. The data acquisition device 106 comprises the transceiver unit 114, the storage unit 116, the 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 geographical position device 120 to detect the geographical position of the vehicle 102 (not shown). The geographical position device 120 of the vehicle 102 is preferably a Global Positioning System (GPS). Optionally, the geographical position device 120 is provided in the vehicle 102 itself. In other words, the geographical position device 120 is not included in the data acquisition device 106. Provided that, in such a scenario the geographical position device 120 is connected to the data acquisition device 106. The geographical position device 120 can provide a real-time geographical position of the vehicle 102 (not shown). The analysis unit 118 can combine the thermal comfort map of the vehicle 102 and geographical position together to produce a thermal comfort map of the vehicle 102 (not shown) at the specific geographical position . For instance, a thermal comfort map for a specific route of a vehicle 102 (not shown) can be generated. The combination of the real-time geographical position of the vehicle 102 along with the historical data with respect to the sun path provides the enhanced accuracy for thermal comfort map. In some embodiments, the thermal comfort map and the geographical position of the vehicle 102 are stored in the storage unit 116. In some embodiments, the data acquisition device 106 comprises a timer circuit 122. The timer circuit 122 provides date and time. The analysis unit 118 can combine the thermal comfort map to the time and date. The data acquisition device 106 can continuously update the thermal comfort map of the vehicle 102 based on the date, time and geographical location of the vehicle 102 (not shown). In some embodiments, the geographical position device 120 also provides the orientation of the vehicle 102. The combination of the real-time geographical position, date, time & orientation of the vehicle 102 along with the historical data with respect to the sun path provides the enhanced accuracy for thermal comfort map. Optionally, the data acquisition device 106 is connected to the electronic control unit (ECU) 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 modulating glazings etc.

[0075] In an embodiment, the display device 108 and remote portable device 110 can display the parameters, data, thermal comfort map, geographical position, time and date of the vehicle 102.

[0076] The thermal comfort map is used to control a HVAC system operating plan or modify the design of the HVAC system of the vehicle 102 to achieve the thermal comfort with efficient energy consumption and cost effectiveness. In some embodiments, the system 100 may control the HVAC system by utilizing the thermal comfort map that takes into account the data such as mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD) and parameters such as air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation. In an embodiment, the visualization of the thermal comfort map may enable one to see where set point adjustment is possible in the HVAC system.

[0077] In an alternate embodiment, the data acquisition device 106 includes one or more of the sensor devices 104 as an integrated system. The integrated system reduces the hardware and communication complexity in the data acquisition system 106 when the sensor devices 104 are placed very close or next to the data acquisition device 106. Few sensor devices 104 such as net radiation sensor, globe radiation sensor, where the measured parameters require some calculations by data acquisition device 106, it is preferred to be integrated to data acquisition device 106 to improve transmission rate, reduce overall size and enhance portability. In such an embodiment, the data acquisition device 106 will still include the transceiver unit 114 for communication to external wireless sensor devices 104 and the remote server 112.

[0078] In an embodiment, the analysis unit 118 of the data acquisition devices 106 can optionally predict an energy efficient energy thermal comfort and a cost effective thermal comfort of the vehicle 102. The energy efficient energy thermal comfort or the cost effective thermal comfort is used to control the HVAC system operating plan or modify the design of the HVAC system of the vehicle 102 to achieve the thermal comfort with efficient energy consumption or with cost effectiveness.

[0079] The comfort of the occupant is influenced by not only the thermal comfort but also by other comforts such as visual comfort, acoustic comfort and air quality comfort. In other embodiments of the present disclosure, the system 100 can carry out measurements of all four essential factors influencing the comfort of the occupant in the vehicle 102 including visual comfort, acoustic comfort and air quality comfort. The system 100 also includes arrangements to generate the visual comfort map, acoustic comfort map and air quality comfort map of the vehicle 102. The sensor devices 104 is further configured to measure at least one of the parameters including air quality, light and noise. The sensor devices 104 include are a light sensor, noise sensor, rain sensor and volatile organic compounds (VOCs) sensor. The data acquisition device 106 optionally configured to calculate at least one of the data including the intensity of light, sound levels and amount of volatile organic compounds (VOCs) in the air based on the parameters measured by the sensor devices 104. The data acquisition device 106 generates at least one of the map including visual comfort, acoustic comfort and air quality comfort of the vehicle 102 based on the data calculated.

[0080] According to an exemplary embodiment, the data acquisition system may communicate with a remote server to determine the air quality within the vehicle and further provide notification for servicing of HVAC based on the measured parameters. Further, the data acquisition system may be triggered by a moisture sensor to detect rain and optimise the thermal comfort values within the vehicle. The data acquisition system may be configured to provide notifications regarding HVAC system failures or engine failure. The data from the data acquisition system can be used for vehicle diagnostics to evaluate the HVAC operation of the vehicle, impact of different glazing’s on the vehicle on the temperature profile of the vehicle, and thermal asymmetry values for different types of glazing’s.

[0081] The present disclosure may further include estimation and visualization of comfort levels. The thermal comfort map can provide the comfort levels of the vehicle 102. For instance, the thermal comfort map based on calculated PMV can provide the comfort levels as shown in Fig. 6. The data acquisition device 106 may involve to estimate comfort levels based on the thermal comfort map. The comfort levels are defined as“comfortable- neutral,”“uncomfortable - slightly warm”,“uncomfortable - slightly warm”,“uncomfortable - hot”,“uncomfortable -“very hot”, “uncomfortable - cool” and“uncomfortable - cold”. The alarm alerts the occupants regarding the comfort levels in the vehicle 102. In some alternate embodiments, the data acquisition device 106 or remote server 112 are adapted to provide an alert of comfort levels to the display devices 108 and/or the remote portable device 110. [0082] FIG. 7 is a flowchart of determining the thermal comfort of a vehicle 102. The method 700 provides for determining the thermal comfort of the vehicle 102. The method includes a first step 702 of determining a specified region in the vehicle 102 for mounting the plurality of sensor devices 104, wherein at least one of the sensor devices 104 is embedded in the windshield of the vehicle 102. The second step 704 include measuring the plurality of parameters of the vehicle 102 simultaneously by the plurality of sensor devices 104 located in the vehicle 102, wherein the parameters include but not limited to air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation. The third step 706 includes transmitting the parameters wirelessly by the plurality of sensor devices 104. The fourth step 708 includes receiving the parameters wirelessly by the transceiver unit 114 of the data acquisition device 106. The fifth step 710 includes storing the parameters by the storage unit 116 of the data acquisition device 106. The sixth step 712 includes performing analysis of the parameters by the analysis unit 118 of the data acquisition device 106 including calculating data such as mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD) based on the parameters. The seventh step 714 includes generating a thermal comfort map of the vehicle 102 based on the data calculated and the parameters measured. Last, the eighth step 716 includes utilizing the thermal comfort map to control the HVAC system operating plan or modify the design of the HVAC system of the vehicle 102 to achieve the thermal comfort. In an embodiment, the thermal comfort map is utilized to control the HVAC system operating plan or modify the design of the HVAC system of the vehicle 102 to achieve the thermal comfort.

[0083] FIG. 8 is a flowchart of utilizing the thermal comfort map to control the HVAC system operating plan or modify the design of the HVAC system of the vehicle 102 to achieve thermal comfort. The method 800 provides for utilizing the thermal comfort map to control the HVAC system operating plan or modify the design of a HVAC system of the vehicle 102 to achieve thermal comfort. The method 800 includes a first step 802 to calculate an optimal data range for the thermal comfort by the analysis unit 118. The second step 804 include calculating the deviation between the data and the optimal data range for the thermal comfort. The third step 806 include calculating set point for the thermal comfort for the HVAC system. The set point include temperature, air velocity and air flow modes. The fourth step 808 includes displaying the set point on the display device 108 or the remote portable device 110. The fifth step 810 includes adjusting the HVAC system to the set point. The HVAC system can be adjusted to the set point manually or automatically.

[0084] In an embodiment, the thermal comfort map is also utilized to control the openable glazing of the vehicle 102. The thermal comfort map is compared with the external environment (air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation) of the vehicle 102. The deviation between the thermal comfort map of the vehicle 102 and external environment is utilized to determine the cooling time. The glazings are kept in OPEN condition for a particular period of time to increase the rate of cooling inside the vehicle 102. The glazing’s are closed after the thermal equilibrium has been reached between the thermal comfort map and the external environment.

[0085] In an embodiment, the thermal comfort map is also utilized to control the functional glazing of the vehicle 102. The functional glazing is the glazing which are capable of tint control or transparency control. The thermal comfort map is compared with the external environment (air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation) of the vehicle 102. The deviation between the thermal comfort map and external environment is utilized to determine the amount of time for which the glazing are kept in activated condition (activate opaque or particular tint level) to increase the rate of cooling inside the vehicle 102. The functional glazing are deactivated after the thermal equilibrium has been reached between the thermal comfort map and the external environment.

[0086] One of the salient features of the method 700 is performing analysis of the parameters by the analysis unit 118 for evaluating thermal asymmetry. The thermal asymmetry is the difference in the measured parameters (air temperature, air velocity, relative humidity, globe temperature, surface temperature, surface heat flux, solar radiation and net radiation) or difference in the data calculated (mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD)) among any two locations in the vehicle 102. FIG. 9 A and 9B illustrate an exemplary thermal asymmetry of a 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. FIG. 9 A is a sectional view showing thermal asymmetry in three horizontal planes of the vehicle HP1, HP2 and HP3. FIG. 9B is a sectional view showing thermal asymmetry in three vertical planes of the vehicle VP1, VP2 and VP3. The air temperature in HP1 is more than compared in HP3. In contrast, the air temperature across the vertical plane is symmetrical.

[0087] Another salient feature of the method 700 is analysing of the parameters by the analysis unit 118 includes predicting an energy efficient thermal comfort. The energy efficient thermal comfort is the trade-off point between the data calculated (mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD)) and energy consumption to run the HVAC system, wherein the trade-off means to find optimal set-point values of a HVAC system to reduce energy consumption, while maintaining thermal comfort within an acceptable data range.

[0088] FIG. 10 is a flowchart of predicting the energy efficient thermal comfort of the vehicle 102. The method 1000 provides for determining the energy efficient thermal comfort of the vehicle 102. The first step 1002 of the method 1000 includes calculating an energy consumption of the HVAC system of the vehicle 102 by the analysis unit 118. The energy consumption is the energy or power consumption to run the HVAC system for a specified period of time. The second step 1004 includes calculating an optimal data range and the energy efficient data range for the thermal comfort. The third step 1006 includes calculating the deviation between the data, the optimal data range and the energy efficient data range for thermal comfort. The data is calculated by the data acquisition device 106 based on the parameters measured by the sensor devices 104. The forth step 1008 includes calculating the set point for the energy efficient thermal comfort for the HVAC system. The fifth step 1010 includes displaying the set point on the display device 108 or the remote portable device 110. The sixth step 1012 includes adjusting the HVAC system to the set point.

[0089] Another salient feature of the method 700 is analysing of the parameters by the analysis unit 118 includes predicting the cost effective thermal comfort. The cost effective thermal comfort is the trade-off point between performance of a glazing of the vehicle and cost to run the HVAC system, wherein the trade-off means to find set-point values of the HVAC system for effective cost, while maintaining the thermal comfort within an optimal data range.

[0090] FIG. 11 is a flowchart of predicting the cost efficient thermal comfort of the vehicle 102. The method 1100 provides for determining the cost effective thermal comfort of the vehicle 102. The method 1100 includes a first step 1102 includes calculating the energy consumption of the HVAC system of the vehicle 102. The second step 1104 includes calculating the optimal data range, the energy efficient data range for the thermal comfort for glazings with different performance. Also calculating the cost to run the HVAC system for glazings with different performance. The performance of glazing includes the heat cut provided by the glazing in the vehicle 102. The cost to run the HVAC system is the amount of energy or fuel utilized to run the HVAC system. The third step 1106 includes calculating deviation between the data, the optimal data range and energy efficient data range for thermal comfort for different glazing and running or redesigning cost for HVAC system. The data is calculated by the data acquisition device 106 based on the parameters measured by the sensor devices 104. The forth step 1108 includes calculating the set point for optimal, energy efficient thermal comfort for different glazing and running or redesigning cost for HVAC system. The fifth step 1110 includes displaying set point for different glazing and running or redesigning cost for HVAC system on the display device 108 and/or remote portable device 110.

Examples

Example 1- Thermal Comfort System

[0091] Now, the present disclosure will be described in further detail with reference to Examples. However, it should be understood that the present disclosure is by no means restricted to such specific Examples.

[0092] A system 100 was provided to generate the thermal comfort map of the vehicle 102. The high precision sensor devices 104 were used to measure various parameters. The sensor devices 104 used were an air temperature sensor, relative humidity sensor, 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 were placed in dashboard, boot, seats, steering wheel in the vehicle where the parameters were measured. Further, each sensor devices 104 was kept at feet, thigh and face level. The sensor devices 104 measured the air temperature, relative humidity, globe temperature and air velocity simultaneously. The measured parameters were transmitted to the data acquisition device 106. The data acquisition device 106 was configured to calculate mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD). [0093] The thermal comfort map was generated showing the distribution of mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD) for different schedule of the vehicle 102. The parameters were measured for four schedules of the vehicle 102. The schedule of the vehicle 102 is a combination of soaking, cooling, parking, running. Soaking means when the vehicle 102 is placed under the environmental conditions without the HVAC system switched on. Cooling means the vehicle 102 HVAC system is turned on. The four schedules of the vehicle 102 for which the parameters were measured are soaking + parked, cooling + running, re-soaking + parked, re cooling + parked. The data acquisition device 106 was configured to calculate the mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD) for all the four schedules of the vehicle 102. FIG. 12 is a graph illustrating an example data plot of operative temperature. FIG. 13 is a graph illustrating an example data plot of mean radiant temperature. FIG. 14 is a graph illustrating an example data plot of equivalent temperature. FIG. 15 is a graph illustrating an example data plot of PMV. FIG. 16 is a graph illustrating an example data plot of PPD. From the graphs illustrated in FIG. 12 to 16 it is observed that the mean radiant temperature, operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD) dips down during the cooling + running and re-cooling + parked.

[0094] In the present Example 1, mean radiant temperature as shown in FIG. 13 was utilized to adjust HVAC system of the vehicle 102. The data acquisition device 106 calculated optimal mean radiant temperature range for thermal comfort. The optimal mean radiant temperature range for thermal comfort is either a historical data or predefined data range for thermal comfort for a particular HVAC system or predefined data range set by a user. For the predefined data range, the HVAC system operational capacity can be calculated from the existing HVAC specifications, or for historical data the HVAC system operational capacity can be determined utilizing the cooling rates derived from the data captured during the cooling + running and re-cooling + parked schedules over a period of time. The optimal mean radiant temperature range considered was 24°C to 26°C. The deviation between the optimal mean radiant temperature range and the calculated mean radiant temperature data from the cooling + running or cooling + parked schedules was used to determine the set point for the HVAC system. The set point is simply a temperature setting in the HVAC interface unit or a combination of temperature, air velocity or air flow modes, which can be manual or automatic. For the current experiment, the mean radiant temperature range of 32°C to 34°C was reached in 15 min of HVAC operational time. Based on the deviation, the HVAC system needs to run an additional 7-10 minutes under same set point values to achieve the optimal mean radiant temperature range of 24°C to 26°C. Similarly, the operative temperature, equivalent temperature, Predicted Mean Vote (PMV) and Predicted Percentage of Dissatisfied (PPD) can also be used for determining the optimal set point for the HVAC system. Therefore, the present system and method is useful to generate the thermal comfort map and utilizing the thermal map to adjust the HVAC system.

Example 2- Thermal Comfort Asymmetry

[0095] The data acquisition device 106 was configured to calculate operative temperature for different locations in the vehicle 102 for four schedules. The two different locations are front and back of the vehicle. FIG. 17 is graph illustrating an example data plot of operative temperature for front and back of the vehicle 102 for four schedules. The thermal asymmetry is the difference in operative temperature of front and back of the vehicle 102.

Example 3- Thermal Comfort System

[0096] A system 100 was provided to generate the thermal comfort map of the vehicle 102. The high precision sensor devices 104 were used to measure various parameters. The sensor devices 104 used were an air temperature sensor, relative humidity sensor, 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 were placed in dashboard, front occupant zone and back occupant zone in the vehicle where the parameters were measured. The sensor devices 104 measured the air temperature, relative humidity, globe temperature and air velocity simultaneously. The measured parameters were transmitted to the data acquisition device 106. The data acquisition device 106 was configured to calculate mean radiant temperature, operative temperature and equivalent temperature.

[0097] The thermal comfort map was generated showing the distribution of mean radiant temperature, operative temperature and equivalent temperature for three regions of the vehicle 102. The three regions are front dashboard, front occupant zone and back occupant zone. The parameters were measured for two scheduled that is parking and cooling of the vehicle 102. The data acquisition device 106 was configured to calculate the mean radiant temperature, operative temperature and equivalent temperature for all the three regions of the vehicle 102. FIG. 18 is a contour map illustrating an example data plot of operative temperature during parking. FIG. 19 is a contour map illustrating an example data plot of operative temperature during cooling. FIG. 20 is a contour map illustrating an example data plot of mean radiant temperature during parking. FIG. 21 is a contour map illustrating an example data plot of mean radiant temperature during cooling. FIG. 22 is a contour map illustrating an example data plot of equivalent temperature during parking. FIG. 23 is a contour map illustrating an example data plot of equivalent temperature during cooling. Additionally, the thermal comfort map can also be enhanced by surface temperature sensors, an IR image sensor and/or occupancy sensors). The IR imaging sensor can also provide the number of occupants in the vehicle in addition to surface temperature data.

Example 4- Energy Efficient and Cost Efficient Thermal Comfort

[0098] In the present example 1, the HVAC system can also be adjusted for energy efficient and cost efficient thermal comfort.

[0099] Different glazing’s were considered and operative temperature data, energy consumption of the HVAC system for the different glazing was calculated. For instance, the three glazing Gl, G2 and G3 of different Total Transmission of Solar energy (TTS) were considered, such that, TTS (Gl) > TTS (G2) > TTS (G3). For example, Gl is a base glass without coating, G2 is a TSA3+ glazing with higher IR absorption and thermal comfort. G3 is a glazing with reflective coating such as silver.

[0100] ,The operative temperature was directly dependent on the TTS value of the glazing, implying reduction in thermal/heat energy entering through the glazing (heat cut) is higher for advanced glazings when compared to standard ones. Due to reduced TTS, the operating temperatures inside the vehicle decreases with improved heat cut from the glazing. Also, with change in operating temperatures, fuel energy required to maintain the Air conditioning inside the vehicle at thermal comfort temperature would vary. Thus, the more the temperature reduction with respect to standard glazing, the less would be the time that takes to reach the adequate thermal comfort temperature In FIG. 24A, heat cut, operating temperature inside the vehicle and energy consumption required to maintain desired temperature inside the vehicle are represented schematically. The energy consumption means fuel utilized by the HVAC system. The point of intersection of the three parameters is proposed as the energy efficient thermal comfort zone. Thus, the present disclosure provides a method for achieving energy efficient and cost effective thermal comfort. By employing this one can select the optimum glazing for energy efficiency and cost effectiveness.

[0101] FIG. 24B illustrates an example of cost-effective thermal comfort model. Typically, thermal comfort temperature is maintained at the cost of certain AC load thus influencing the fuel economy and the overall efficiency of the system. With the use of thermocontrol glazings being, thermal comfort can be maintained at a reduced AC load. In an example, the capital expenses with respect to the cost of glazing is of the order of G3 > > G2 > > G 1. Though the cost of glazing is less for standard ones, like G1 in comparison to advanced glazings like G2, G3, cost of AC or the load on AC in order to maintain thermal comfort temperature is higher when compared to others. Thus, the point of intersection of these two parameters as shown in figure 24B, is the point where a balance between capital investment and HVAC operations cost is optimal.

In another experiment the relation between soaking time and cooling time for different glazings PI, P2, P3, P4, P5 were determined as shown in Table 1. Proposals PI, P2, P3, P4 have IR absorption properties, and P5 have reflective properties.

[0102] With respect to Table 1, the HVAC load for automotive cabin for different sets of glazings was calculated. It was observed that the HVAC load or cooling load is comparatively less for glazings P4, P5 as shown in FIG. 25.

Example 5: Thermal asymmetry data

The thermal asymmetry data was determined by the sensors for various sets of glazings, PI, P2 and P4 as shown in Table 2. Table 2

With respect to the measurements shown in Table 2, the thermal asymmetry map displayed by the analysis unit of the wireless system for thermal measurements is shown in FIG. 26. With respect to FIG. 26, the thermal asymmetry for glazing’s PI TSANx, P2 TSA3+, and P3 TSA3+ (with all combinations of windshield , sidelight and backlit are shown). It is observed that the thermal asymmetry is higher for the baseline glazing without any coating.

[0103] Note that not all of the activities described above in the general description or the examples are required, that a portion of a specific activity may not be required, and that one or more further 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.

[0104] Benefits, other advantages, and solutions to problems have been described above with regard to specific embodiments. However, the benefits, advantages, solutions to problems, and any feature(s) that may cause any benefit, advantage, or solution to occur or become more pronounced are not to be construed as a critical, required, or essential feature of any or all the claims.

[0105] The specification and illustrations of the embodiments described herein are intended to provide a general understanding of the structure of the various embodiments. The specification and illustrations are not intended to serve as an exhaustive and comprehensive description of all of the elements and features of apparatus and systems that use the structures or methods described herein. Certain features, that are for clarity, described herein in the context of separate embodiments, may also be provided in combination in a single embodiment. Conversely, various features that are, for brevity, described in the context of a single embodiment, may also be provided separately or in a sub combination. Further, reference to values stated in ranges includes each and every value within that range. Many other embodiments may be apparent to skilled artisans only after reading this specification. Other embodiments may be used and derived from the disclosure, such that a structural substitution, logical substitution, or another change may be made without departing from the scope of the disclosure. Accordingly, the disclosure is to be regarded as illustrative rather than restrictive.

[0106] The description in combination with the figures is provided to assist in understanding the teachings disclosed herein, is provided to assist in describing the teachings, and should not be interpreted as a limitation on the scope or applicability of the teachings. However, other teachings can certainly be used in this application.

[0107] As used herein, the terms "comprises," "comprising," "includes," "including," "has," "having" or any other variation thereof, are intended to cover a non-exclusive inclusion. For example, a method, article, or apparatus that comprises a list of features is not necessarily limited only to those features but may include other features not expressly listed or inherent to such method, article, or apparatus. Further, unless expressly stated to the contrary, "or" refers to an inclusive-or and not to an exclusive-or. For example, a condition A or B is satisfied by any one of the following: A is true (or present) and B is false (or not present), A is false (or not present) and B is true (or present), and both A and B are true (or present).

[0108] Also, the use of "a" or "an" is employed to describe elements and components described herein. This is done merely for convenience and to give a general sense of the scope of the disclosure. This description should be read to include one or at least one and the singular also includes the plural, or vice versa, unless it is clear that it is meant otherwise. For example, when a single item is described herein, more than one item may be used in place of a single item. Similarly, where more than one item is described herein, a single item may be substituted for that more than one item.

[0109] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. The materials, methods, and examples are illustrative only and not intended to be limiting. To the extent that certain details regarding specific materials and processing acts are not described, such details may include conventional approaches, which may be found in reference books and other sources within the manufacturing arts.

[0110] While aspects of the present disclosure have been particularly shown and described with reference to the embodiments above, it will be understood by those skilled in the art that various additional embodiments may be contemplated by the modification of the disclosed machines, systems and methods without departing from the spirit and scope of what is disclosed. Such embodiments should be understood to fall within the scope of the present disclosure as determined based upon the claims and any equivalents thereof.

List of Elements

TITLE: A WIRELESS SYSTEM TO GENERATE A THERMAL COMFORT MAP OF A

VEHICLE 00 System 02 Vehicle 04 Sensor Devices 06 Data Acqusition Device 08 Display Device 10 Remote Portable Device 12 Remote server 14 Transceiver Unit 16 Storage Unit 18 Analysis Unit 20 Global Positioning Device 22 Timer Circuit 00 Method 02 Step 04 Step 06 Step 08 Step 10 Step 12 Step 714 Step

716 Step

800 Method

802 Step

804 Step

806 Step

808 Step

810 Step

1000 Method

1002 Step

1004 Step

1006 Step

1008 Step

1010 Step

1012 Step

1100 Method

1102 Step

1104 Step

1106 Step

1108 Step

1110 Step

1112 Step

HP1 Horizontal Plane HP2 Horizontal Plane

HP3 Horizontal Plane VP1 Vertical Plane VP2 Vertical Plane

VP3 Vertical Plane