Effects of heated seat and foot heater on thermal comfort and heater energy consumption in vehicle

Subjective experiments involving 12 different conditions were conducted to investigate the effects of heated seats and foot heaters in vehicles on thermal sensation and thermal comfort. The experimental conditions involved various combinations of the operative temperature in the test room (10 or 20°C), a heated seat (on/off) and a foot heater (room operative temperature?+10 or?+20°C). The heated seat and foot heater improved the occupant's thermal sensation and comfort in cool environments. The room operative temperature at which the occupants felt a 'neutral' overall thermal sensation was decreased by about 3°C by using the heated seat or foot heater and by about 6°C when both devices were used. Moreover, the effects of these devices on vehicle heater energy consumption were investigated using simulations. As a result, it was revealed that heated seats and foot heaters can reduce the total heater energy consumption of vehicles. Statement of Relevance: Subjective experiments were conducted to investigate the effects of heated seats and foot heaters in vehicles on thermal comfort. The heated seat and foot heater improved the occupant's thermal sensation and comfort in cool environments. These devices can reduce the total heater energy consumption in vehicles.     

Effects of heated seat and foot heater on thermal comfort and heater energy consumption in vehicle

Subjective experiments involving 12 different conditions were conducted to investigate the effects of heated seats and foot heaters in vehicles on thermal sensation and thermal comfort. The experimental conditions involved various combinations of the operative temperature in the test room (10 or 20°C), a heated seat (on/off) and a foot heater (room operative temperature +10 or +20°C). The heated seat and foot heater improved the occupant's thermal sensation and comfort in cool environments. The room operative temperature at which the occupants felt a ‘neutral’ overall thermal sensation was decreased by about 3°C by using the heated seat or foot heater and by about 6°C when both devices were used. Moreover, the effects of these devices on vehicle heater energy consumption were investigated using simulations. As a result, it was revealed that heated seats and foot heaters can reduce the total heater energy consumption of vehicles.

Statement of Relevance: Subjective experiments were conducted to investigate the effects of heated seats and foot heaters in vehicles on thermal comfort. The heated seat and foot heater improved the occupant's thermal sensation and comfort in cool environments. These devices can reduce the total heater energy consumption in vehicles.     

Robust ride comfort control of vehicles without measurements of tire deflection

In this article, a robust ride comfort control scheme for vehicles is proposed in which measurements of the tire deflections are not required. The controller has the property that we can specify a location where the ride comfort will be best. To achieve this end, an estimator for the tire deflections and the road disturbances is proposed. Next, a combined ideal vehicle is designed. In the ideal vehicle, the location where ride comfort will be best can be moved by setting only one design parameter. Finally, a robust tracking controller is developed so that a real vehicle tracks the motion of the combined ideal vehicle.     

Radiant heat and thermal comfort in vehicles

Infrared-reflective (IRR) treatment of automotive glass has been shown to reduce air temperature in vehicle cabins, thereby increasing fuel economy and occupant comfort. Its effect on radiant heat, however, may augment these benefits. In this study, the hypothesis that radiant heat affects subjective comfort ratings in a vehicle was tested. IRR films were systematically applied to the driver-side window of an outdoor stationary vehicle. In Phase 1, cabin air temperature was controlled while participants rated their thermal comfort. In Phase 2, air temperature was adjusted according to participants' responses. Results in Phase 1 showed that the IRR treatment improved thermal comfort on the left forearm, which was exposed to direct solar irradiance, but not whole-body thermal comfort. In Phase 2, participants indicated that they were comfortable at a higher air temperature (mean of 2.5 degrees F [1.4 degrees C]) with the IRR treatment than in the untreated condition. The results indicate that reducing radiant heat via IRR treatment affects subjective assessments of thermal comfort and allows occupants to maintain the same level of comfort in a warmer vehicle cabin. Applications of this research include future implementations of IRR treatment on automotive glass that may lead to greater fuel economy savings and occupant comfort than have previously been estimated.     

Reference panel anisotropy and diffuse radiation - some implications for field spectroscopy

Field goniometer measurements were obtained to examine the angular variation in the reflectance of direct beam, diffuse and global radiation from two types of Spectralon^TM panel. The results indicate that optical grade (99% reflective) and grey (20% reflective) SpectralonTM exhibit different non-Lambertian properties with respect to direct beam irradiance. The angular variation in the reflectance of diffuse radiation by the panel appears independent of the panel type but varies with the diffuse to global (D : G) irradiance ratio, especially at large solar zenith angles. The combined effect of the angular response to direct beam and diffuse radiation is that panel reflectance of the global flux shows only slight variation with angle for solar zenith angles up to 55 for optical grade Spectralon^TM. For larger solar zenith angles panel reflectance increases markedly with angle.     

Effects of heated seats in vehicles on thermal comfort during the initial warm-up period

Eight subjects participated in a subjective experiment of eight conditions to investigate the effects of heated seats in vehicles on skin temperature, thermal sensation and thermal comfort during the initial warm-up period. The experimental conditions were designed as a combination of air temperature in the test room (5, 10, 15, or 20 °C) and heated seat (on/off). The heated seat was effective for improving thermal comfort during the initial warm-up period when air temperature was lower than 15 °C. Use of heated seats prevented decreases in or increased toe skin temperature. Heated seats also increased foot thermal sensation at 15 and 20 °C. Optimal thermal sensation in contact with the seat was higher when air temperature was lower. Optimal skin temperature in contact with the seat back was higher than that with the seat cushion. Moreover, these optimal skin temperatures were higher when air temperature was lower.     

Some pictures of the history of automotive instrumentation

The first in vehicle instrument was the speedometer. It was invented by Otto Schulze in 1902. Until then, drivers had to estimate their speed. The speedometer was followed by an alcohol temperature gauge. A few warning lamps surveyed the most important vehicle functions. Later, single gauges like radiator temperature, fuel gauge, and revolution counter were added to the instrumentation. They were superseded by instrument clusters combining several instruments in one housing. Even though the appearance of the instrument cluster did not change significantly from the early days, there was a steady development of the intelligence behind the panel. This huge amount of information could only be handled by graphic displays. When navigation systems came into our cars, a larger graphic display was needed. It found place in the center console. In parallel, the price decline in the computer market and the availability of high‐performing graphic hardware and software made it possible to enhance the classical functions of the instrument board to an interactive multifunctional information panel, with the dashboard being the main interface between car and driver. The windshield was the third zone where information could be placed in a favorable reading position minimizing eyes off the road time. As a consequent evolution step, augmented reality head‐up displays will soon dominate the information center of premium‐class vehicles.     

An ergonomics investigation into human thermal comfort using an automobile seat heated with encapsulated carbonized fabric (ECF).

This report presents the results of an ergonomics investigation into human thermal comfort using an automobile seat heated with an encapsulated carbonized fabric (ECF). Subjective and objective thermal comfort data were recorded while participants sat for 90 min in a heated and a non-heated automobile seat in an environmental chamber. Eight male participants each completed eight experimental sessions in a balanced order repeated measures experimental design. The conditions in the chamber were representative of a range of cool vehicle thermal environments (5, 10, 15 and 20 degrees C; in the 20 degrees C trial participants sat beside a 5 degrees C 'cold wall'). Participants in the heated seat condition used the heating controller with separate temperature control over the back of the seat (squab) and bottom of the seat (cushion) in an effort to maintain their thermal comfort while wearing the provided clothing, which had an estimated insulation value of 0.9 Clo. The trials showed that participants' overall sensations remained higher than 'slightly cool' in the heated seat at all temperatures. Participants' overall discomfort remained lower (i.e. more comfortable) than 'slightly uncomfortable' at temperatures ranging down to nearly 5 degrees C in the heated seat. Hand and foot comfort, sensation and temperature were similar in both seats. Asymmetric torso and thigh skin temperatures were higher in the heated seat although no significant discomfort was found in the front and back of the torso and thigh in either seat. Participants reported no significant difference in alertness between the control and heated seat.     

利用CCD成像实现高精度阳光跟踪

阳光跟踪系统能够使各种太阳能应用装置采光面始终保持与阳光照射方向垂直,使其最大化地接收太阳能.据实验,在太阳能发电中,相同条件下,采用自动跟踪发电设备要比固定发电设备的发电量提高35％左右.随着太阳能技术的不断改进和提高,在一些新型的聚光太阳能装置上,例如阳光光纤导入系统、聚光太阳能光伏系统、聚光热太阳能发电、阳光辐射量采集统计装置等需要一种高精度、稳定的跟踪系统.介绍一种利用CCD图像传感器对天空太阳日盘进行识别的高精度阳光跟踪器.     

太阳能自动跟踪系统研究

太阳能发电具有干净、不会威胁人类和破坏环境的优点,提高太阳能板发电效率成为当今研究的热点;以单片机为控制核心,读取GPS的经纬度和当地时间等信息,根据视日运动轨迹模型精确解算太阳方位角和高度角,发送相应脉冲驱动步进电机,经过减速器减速实现对太阳能板的姿态调整,从而实现对太阳光的精确跟踪;安装于太阳能板上的姿态传感器可以将姿态信息反馈给控制器从而实现闭环控制,进一步提高了系统的精度,安装的风速传感器使太阳能跟踪器具有抗风性能;实验表明,太阳跟踪器可有效跟踪太阳角,跟踪精度可达到2°左右,大大提高了太阳能板的发电效率,具有很好的应用前景。     

基于CAN总线的组合汽车仪表盘的设计

现代汽车将会越来越多地装用各种用途的电子化仪表,造型新颖和功能强大的电子化仪表显示装置,将是今后汽车仪表盘的发展趋势和潮流。本文介绍了以微处理器及其扩展电路构成的组合汽车仪表盘的设计思想及软件、硬件设计技术。本汽车仪表盘将步进电机指针式仪表和液晶显示器的虚拟仪表结合起来,并可作为汽车CAN总线中的一个从节点,可实现汽车各种运行工况的实时显示等多种功能。     

基于GPS定位的太阳能板自动追光系统设计

为了使太阳能电池板更好地吸收太阳光,提出了一种基于GPS定位的太阳能电池板自动追光系统设计。通过使用GPS定位功能为跟踪装置所在位置提供精确的经纬度和时间,通过视日运动轨迹法计算当前时间太阳的高度角和方位角,以及利用高度/方位传感器获得当前太阳能电池板转动的仰角和旋转角度,根据间歇跟踪法计算出当前跟踪偏差值,并通过主控制器输出相应的电脉冲信号。以控制步进电机的跟踪装置驱动太阳能电池板。综上所述,通过实现主要参数包括地理位置与授时,跟踪偏差以及太阳的位置,从而能够准确提高太阳光的高精度自动跟踪,以及也增加了太阳能电池板自动追光系统的稳定性,且实用性更强。     

兼顾平顺性与车高调节的重型车空气悬架控制

空气悬架由于质量轻、刚度以及高度可调等优点在重型车中得到了广泛的应用.空气悬架可以实现重型车的两项重要功能:平顺性保证以及车身高度调节,但是空气悬架的平顺性以及车身高度调节均通过空气弹簧气压腔的气压改变来实现,因此二者是彼此制约和冲突的.然而,目前对空气悬架车高调节的研究追求控制的精确性与稳定性而忽略了平顺性,而对平顺性的研究又几乎不考虑车高变化造成的影响.基于上述动机,本文提出了兼顾平顺性的空气悬架重型车车高调节鲁棒控制方法,实现了平顺性保障下的车高调节曲线精确跟踪控制,提升了重型车空气悬架系统的整体性能.实车参数仿真验证了所提出方法在平顺性与车高调节两项指标中的优越性.     

双轴伺服太阳能跟踪系统的设计

为了更充分、高效地利用太阳能,设计了基于PLC的双轴伺服太阳能跟踪系统.该系统采用视日运动轨迹跟踪方案,控制器根据相关的公式和参数计算出白天太阳的位置,再将高度角和方位角转化成相应的脉冲发送给伺服驱动器,驱动伺服电机实时跟踪太阳.同时,系统使太阳能板随着太阳的高度变化而倾斜,从而获得最大的太阳能.理论分析表明,采用该跟踪技术可以有效地提高能量接收率.     

基于交互车辆轨迹预测的自动驾驶车辆轨迹规划

针对城市道路等复杂行车场景,提出了一种基于交互车辆轨迹预测的自动驾驶车辆轨迹规划方法,将高维度的轨迹规划解耦为低维度的路径规划和速度规划;首先,采用五次多项式曲线和碰撞剩余时间规划车辆行驶路径;其次,在社会生成对抗网络Social-GAN的基础上结合车辆空间影响和注意力机制对交互车辆进行轨迹预测;然后,结合主车规划路径、交互车辆预测轨迹及碰撞判定模型得到主车S-T图,采用动态规划和数值优化方法求解S-T图,从而得到满足车辆动力学约束的安全、舒适最优速度曲线;最后,搭建PreScan-CarSim-Matlab&Simulink-Python联合仿真模型进行实验验证。仿真结果表明,提出的轨迹规划方法能够在对交互车辆有效避撞的前提下,保证车辆行驶的舒适性和高效性。     

新能源背景下汽车仪表板显示演化研究

伴随着新能源在汽车工业的广泛应用和快速发展,人们开始注重汽车内饰的用户体验。汽车仪表板作为汽车内饰的重要组成部分,是车内信息传递的重要工具。文章主要针对目前市面上已经量产的混合动力和纯电动的商业乘用车,根据其现有技术及应用情况展开调研,从显示内容,展示方式,操控方式三方面具体分析未来演化方向,发现新能源背景下汽车仪表板显示成规律性向数字化领域延伸发展,得出新能源汽车仪表板显示信息朝着交互化、自动化、综合化和多元化方向发展。     

光热型电测日照计测量仿真研究

日照时数对天气监测、农业生产、能源开发等有重要作用,是地面气象观测的基本内容之一。基于热电偶测温原理,设计了一种光热型电测日照计。利用金属丝的辐射升温和热传导的基本理论,建立热电偶冷热端的温差和直接太阳辐照度的响应关系,并研究了热电偶金属丝粗细、长短比例、比热、导热系数对测量响应的影响,仿真了直接太阳辐照度恒定不变时的响应关系和太阳间断性直射的响应关系,并进行了对比试验。结果显示：金属丝粗细、长短比例、比热、导热系数均是该日照计的关键影响参数;直接太阳辐照度与热电偶冷热端温差呈良好的线性关系;光热型电测日照计的测量响应时间小于15 s,满足WMO要求。     

Conventional vehicle display panels: the drivers' operative images and directions for their redesign

The proliferation of new displays in modern vehicles sets the challenge to revisit the design of the conventional display units, toward more simplified appearance. The present study aims to evaluate the usefulness of the information provided to the drivers by the conventional vehicle display units, in order to trace directions that would lead to a simplification of the future display panels. Based on the concept of operative images, two working hypotheses were formulated: (i) the experienced drivers have developed an operative image-reference (OI-R) for the display panel of their own vehicle(s), reflecting the relative importance they attribute to the information emitted by the various displays of the panel, and (ii) the experienced drivers' drawings of the display panel of their own vehicle will be guided by their OI-R for it - providing therefore traces of the content of their OI-R, while the less experienced drivers' drawings will be closer to the actual display panel of their own vehicle. The method of drawing from memory was used to obtain traces of the operative images of both experienced and less experienced non-professional drivers. The obtained 335 drawings were compared to the actual display panels, as to their overall resemblance and to specific features. The results of the data analysis are in accordance to our working hypotheses. Considering the main features of the experienced drivers' OI-R, directions for the simplification of the appearance of conventional display units are proposed.     

Specifying comfortable driving postures for ergonomic design and evaluation of the driver workspace using digital human models

Specifying comfortable driving postures is essential for ergonomic design and evaluation of a driver workspace. The present study sought to enhance and expand upon several existing recommendations for such postures. Participants (n = 38) were involved in six driving sessions that differed by vehicle class (sedan and SUV), driving venue (laboratory-based and field) or seat (from vehicles ranked high and low by vehicle comfort). Sixteen joint angles were measured in preferred postures to more completely describe driving postures, as were corresponding perceptual responses. Driving postures were found to be bilaterally asymmetric and distinct between vehicle classes, venues, age groups and gender. A subset of preferred postural ranges was identified using a filtering mechanism that ensured desired levels of perceptual responses. Accurate ranges of joint angles for comfortable driving postures, and careful consideration of vehicle and driver factors, will facilitate ergonomic design and evaluation of a driver workspace, particularly when embedded in digital human models.     

槽式太阳能热发电跟踪控制系统的研究

太阳能取之不尽、用之不竭,槽式太阳热发电是目前国际上发电规模最大,且已实现商业化的、较为理想的太阳热发电技术;研究设计了一种新型的对太阳实现自动跟踪控制系统,该系统采用四象限探测器作为太阳传感器的核心部件,以单片机作为跟踪控制系统的主控制器,通过数据采集、计算和比较,并且利用时钟芯片对系统进行反馈修正,驱动步进电机,实现了对太阳的自动跟踪,并完成对该跟踪系统的自动控制;该方法成本低廉,运行可靠准确,将有利于提高太阳能槽式聚光发电系统的效率,并为下一步工程化奠定理论试验基础。