Actuation of HVAC systems in anticipation of a user's thermal needs based on remote smart device data

A method of changing the climate of the interior of a vehicle comprises: accepting data from an electronic device of an anticipated passenger of a vehicle, the vehicle having an interior with a climate, and data from the vehicle; analyzing both the data from the electronic device and the vehicle pursuant to a thermal comfort model to determine whether the climate would be comfortable to the anticipated passenger; if the climate would not be comfortable, then controlling one or more systems of the vehicle to change the climate until the climate would be comfortable to the anticipated passenger pursuant to the thermal comfort model before the anticipated passenger enters the interior of the vehicle; and picking up the anticipated passenger. Analyzing the data from the electronic device includes estimating the amount of chemical energy that the anticipated passenger is transforming into heat.

FIELD OF THE INVENTION

The present invention generally relates to control of a climate of an interior of a vehicle.

BACKGROUND OF THE INVENTION

A person can utilize an electronic device such as a smartphone to hail a vehicle. The person can select a location where the vehicle and the person will meet to allow the person to enter the vehicle and become a passenger. The vehicle then transports the person to a destination that the person has chosen. However, the interior of the vehicle is sometimes too hot or too cold to the person when the person becomes a passenger. That causes the person to experience discomfort while the vehicle is transporting the person to the destination.

SUMMARY OF THE INVENTION

According to a first aspect of the present invention, a method of changing the climate of the interior of a vehicle comprises: accepting data from an electronic device of an anticipated passenger of a vehicle, the vehicle having an interior with a climate, and data from the vehicle; analyzing both the data from the electronic device and the vehicle pursuant to a thermal comfort model to determine whether the climate would be comfortable to the anticipated passenger; if the climate would not be comfortable, then controlling one or more systems of the vehicle to change the climate until the climate would be comfortable to the anticipated passenger pursuant to the thermal comfort model before the anticipated passenger enters the interior of the vehicle; and picking up the anticipated passenger.

Embodiments of the first aspect of the invention can include any one or a combination of the following features:accepting data from an electronic device of a second anticipated passenger of the vehicle, the vehicle having an interior with a first zone and a second zone, each having a climate, and data from the vehicle;analyzing both the data from the electronic device of the anticipated passenger and the vehicle pursuant to the thermal comfort model to determine whether the climate at the first zone would be comfortable to the anticipated passenger;analyzing both the data from the electronic device of the second anticipated passenger and the vehicle pursuant to a thermal comfort model to determine whether the climate at the second zone would be comfortable to the second anticipated passenger;if the climate at the first zone would not be comfortable to the anticipated passenger, then controlling one or more systems of the vehicle to change the climate of the first zone until the climate would be comfortable to the anticipated passenger pursuant to the thermal comfort model before the anticipated passenger enters the interior of the vehicle;if the climate at the second zone would not be comfortable to the second anticipated passenger, then controlling one or more systems of the vehicle to change the climate of the second zone until the climate would be comfortable to the second anticipated passenger pursuant to the thermal comfort model before the second anticipated passenger enters the interior of the vehicle;picking up the second anticipated passenger;analyzing the data from the electronic device includes estimating the amount of chemical energy that the anticipated passenger is transforming into heat;analyzing both the data from the electronic device and the vehicle includes estimating the amount of heat that the anticipated passenger would be losing if the anticipated passenger were in the interior of the vehicle and subject to the climate;the thermal comfort model estimates heat that the anticipated passenger would be losing by estimating at least heat that the anticipated passenger would be losing through evaporation during breathing, through convection during breathing, through convection and radiation at the body surface, and through evaporation of perspiration;the one or more systems of the vehicle to be controlled to change the climate until the climate would be comfortable to the anticipated passenger pursuant to the thermal comfort model include a heater, a vent, an air conditioner to change the temperature of the air of the interior, and a temperature control device to change the temperature of a seat of the vehicle;the one or more systems of the vehicle to be controlled to change the climate until the climate would be comfortable to the anticipated passenger pursuant to the thermal comfort model include an air blower to alter the velocity of the air in the interior;the amount of heat that the anticipated passenger would be losing if the anticipated passenger were in the interior of the vehicle and subject to the climate is estimated, at least in part, from the temperature of the air of the interior;the amount of heat that the anticipated passenger would be losing if the anticipated passenger were in the interior of the vehicle and subject to the climate is estimated, at least in part, from the relative humidity of the air of the interior;the amount of heat that the anticipated passenger would be losing if the anticipated passenger were in the interior of the vehicle and subject to the climate is estimated, at least in part, from a mean radiant temperature of the interior of the vehicle derived from a difference in temperature between the temperature of the air of the interior and the temperature of the air of the exterior;the anticipated passenger hailing the vehicle with the electronic device;the vehicle includes an air blower to blow air into the interior of the vehicle, the air blower configured to blow air at different levels of power;the amount of heat that the anticipated passenger would be losing if the anticipated passenger were in the interior of the vehicle and subject to the climate is estimated, at least in part from, the level of power at which the air blower is blowing air into the interior;the electronic device includes an accelerometer that generates acceleration data;the amount of chemical energy that the anticipated passenger is transforming into heat is estimated, at least in part, from the acceleration data;the electronic device includes a global positioning system receiver, which generates location as a function of time data;the amount of chemical energy that the anticipated passenger is transforming into heat is estimated, at least in part, from the location as a function of time data by calculating the speed of the anticipated passenger;the electronic device generates heartrate data;the amount of chemical energy that the anticipated passenger is transforming into heat is estimated, at least in part, from the heartrate data;the electronic device generates image data of clothing that the anticipated passenger is wearing; andestimating the amount of heat that the anticipated passenger would be losing if the anticipated passenger were in the interior of the vehicle and subject to the climate includes estimating the thermal insulation of the clothing from the image data of the clothing.

According to a second aspect of the present invention, a method of changing the climate of the interior of a vehicle comprises: accepting data from an electronic device of an anticipated passenger that has hailed a vehicle with the electronic device, and data from the vehicle, the vehicle having a climate; analyzing both the data from the electronic device and the data from the vehicle to estimate metabolic heat production of the anticipated passenger, and heat that the anticipated passenger would lose if the anticipated passenger were in the interior of the vehicle and subject to the climate; and determining, from the estimated metabolic heat production and heat that the anticipated passenger would be losing, whether the climate is likely to be too hot or too cold to the anticipated passenger.

Embodiments of the second aspect of the invention can include any one or a combination of the following features:before picking up the anticipated passenger, if the climate is determined to be too hot, then controlling one or more systems of the vehicle to alter the climate until the climate would not be too hot to the anticipated passenger before the anticipated passenger enters the interior of the vehicle;before picking up the anticipated passenger, if the climate is determined to be too cold, then controlling one or more systems of the vehicle to alter climate until the climate would not be too cold to the anticipated passenger before the anticipated passenger enters the interior of the vehicle;analyzing the data from the electronic device to estimate metabolic heat production of the anticipated passenger includes analyzing one or more of accelerometer data, location data and time data, from which a walking or running speed of the anticipated passenger can be determined, and heartrate data;analyzing both the data from the electronic device and the data from the vehicle to estimate heat that the anticipated passenger would be losing if the anticipated passenger were in the interior of the vehicle and subject to the current climate includes analyzing blower level data, from which relative air velocity can be estimated, interior air temperature data, and interior relative humidity data;controlling one or more systems of the vehicle to alter the climate until the climate would not be too hot to the anticipated passenger before the anticipated passenger enters the interior of the vehicle includes activating an air conditioner to lower the temperature of the air of the interior and increasing the level of a blower to increase the velocity of the air in the interior of the vehicle;controlling one or more systems of the vehicle to alter the climate until the climate would not be too cold to the anticipated passenger before the anticipated passenger enters the interior of the vehicle includes activating a heater to increase the temperature of the air of the interior and decreasing the level of the blower to decrease the velocity of the air in the interior of the vehicle;analyzing both the data from the electronic device and the data from the vehicle to estimate heat that the anticipated passenger would be losing if the anticipated passenger were in the interior of the vehicle and subject to the climate includes analyzing data from the vehicle concerning the temperature of the air of the exterior and the temperature of the air of the interior to estimate a mean radiant temperature of the interior of the vehicle that is between the temperature of the air of the interior and the temperature of the air of the exterior; andanalyzing both the data from the electronic device and the data from the vehicle to estimate heat that the anticipated passenger would be losing if the anticipated passenger were in the interior of the vehicle and subject to the climate includes analyzing one or more of: (a) image data from the electronic device to estimate thermal insulation of clothing that the anticipated passenger is wearing; (b) location as a function of time data from the electronic device to determine the temperature of the air of the exterior at a location the anticipated passenger was at a specific time, and assigning the thermal insulation of clothing as a function of the temperature of the air of the exterior at that location and time; and (c) input data from the electronic device that the anticipated passenger inputted concerning the clothing that the anticipated passenger is wearing from which thermal insulation of the clothing is estimated.

According to a third aspect of the present invention, a method of setting a vehicle interior climate comprises: before an anticipated passenger enters a vehicle, and using data collected from an external electronic device and the vehicle, estimating metabolic heat production of the anticipated passenger; estimating heat that the anticipated passenger would lose while inside the vehicle; and controlling (a) climate system(s) of the vehicle so that the estimated metabolic heat production balances the estimated heat that the anticipated passenger would be losing.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

It is to be understood that the specific devices and methods illustrated in the attached drawings, and described in the following specification are simply exemplary embodiments of the inventive concepts defined in the appended claims. Hence, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise.

The Anticipated Passenger, the Electronic Device, and the Hailed Vehicle

Referring toFIG. 1, an anticipated passenger10is illustrated. The anticipated passenger10is utilizing an electronic device12to hail a vehicle14and become a passenger of the vehicle14at a location16. The vehicle14is separated from the location16by a distance18. After the anticipated passenger10hails the vehicle14, both the vehicle14and the anticipated passenger10travel to the location16so that the anticipated passenger10can enter the vehicle14. The location16can be approximately where the anticipated passenger10is located when the anticipated passenger10hails the vehicle14, or can be someplace else. The electronic device12can be a smartphone12a,such as the iPhone XS (Apple Inc., Cupertino, Calif.) and the Galaxy S9 (Samsung Electronics Co. Ltd., San Jose, Calif.), as well as a smartwatch12b,such as the Apple Watch Series 3 (Apple Inc., Cupertino, Calif.) and the Ionic (Fitbit, San Francisco, Calif.), which can be paired with the smartphone12athus together for purposes of this disclosure constituting one electronic device12. Such electronic devices12utilize application programs that third party vehicle-for-hire service providers provide to allow the anticipated passenger10to hail the vehicle14. Such third party service providers include Uber (Uber Technologies Inc., San Francisco, Calif.) and Lyft (San Francisco, Calif.).

Referring now toFIG. 2, the vehicle14has an interior20and a seat22disposed within the interior20. In addition, the interior20, being separated from an exterior24by a frame26and windows28of the vehicle14, has its own climate. Air in the interior20has a temperature. Air in the interior20flows with a certain velocity. The air in the interior20has a relative humidity. Surfaces30of the interior20, including the windows28, either radiate heat into the interior20, or extract heat from the interior20, depending on the difference between the temperature of the air of the interior20and the temperature of the air of the exterior24.

The vehicle14includes various sensors and mechanisms, from which data about the climate of the interior20can be collected or assumed. For example, the vehicle14includes an interior temperature sensor32and a relative humidity sensor34, and can include an exterior temperature sensor36(seeFIG. 1), an exterior camera37, and a thermal infrared camera39. The interior temperature sensor32provides data concerning the temperature of the air of the interior20of the vehicle14. The relative humidity sensor34provides data concerning the relative humidity of the air of the interior20of the vehicle14. The interior temperature sensor32and the relative humidity sensor34can be disposed in the same sensor unit, or can be separately disposed. The exterior temperature sensor36provides data concerning the temperature of the air of the exterior24of the vehicle14. The exterior camera37provides image data, such as image data of the anticipated passenger10. The thermal infrared camera39provides image data, from which the temperatures of surfaces of the interior20of the vehicle14can be calculated.

The vehicle14further includes a blower38, which blows air into the interior20through a vent41. The blower38can operate at various power levels. The higher the level the blower38operates, the higher the velocity of the air moving throughout the interior20. Therefore, the velocity of the air can be assumed from the level at which the blower38is operating and, thus, can be calibrated depending on the type of blower38and model of the vehicle14. In addition, to the extent that the vehicle14includes vents41that are independently controllable, the velocity of the air can be assumed from a degree at which one or more of the vents41are opened. In other words, the less the vent41at any particular area of the interior20is opened, the less the relative air velocity at that area will be for any given level at which the blower38is operating.

The vehicle14includes systems40that can be controlled to alter the climate of the interior20of the vehicle14. As mentioned above, the vehicle14includes the blower38, the level of which can be controlled to change the velocity of the air in the interior20. In addition, the vehicle14includes a heater42, an air conditioner44, and a mechanism46to direct air from the exterior24into the interior20, any of which can be controlled to change the temperature of the air of the interior20. The heater42can be controlled to increase the temperature of the air of the interior20. The air conditioner44can be controlled to decrease the temperature of the air of the interior20. The mechanism46, such as a flap, to direct air from the exterior24into the interior20can be controlled, depending on the difference between the temperature of the air of the interior20and the temperature of the air of the exterior24, to either increase or decrease the temperature of the air of the interior20. Further, the vehicle14includes a temperature control device47within the seat22that can be controlled to selectively raise or lower the temperature of the seat22. The temperature control device47can be a heater (operating on the basis of electrical resistance, heated air, or otherwise), a cooler (operating on the basis of cooled air or otherwise), or a Peltier device that can selectively heat or cool depending on the direction of current flow, among other options.

Referring now toFIGS. 3A-3B, the electronic device12(such as the smartphone12a) includes a variety of sensors and other devices that generate data. For example, the electronic device12includes an accelerometer48. The accelerometer48generates acceleration data. In addition, the electronic device12includes a global positioning system (GPS) receiver50. The GPS receiver50generates location and altitude as a function of time data. Further, the electronic device12includes an image sensor52, which is part of a larger camera device. The image sensor52generates pixel data, from which an image of the light that the image sensor52sensed can be generated. Further, the electronic device12(such as the smartwatch12b) can generate heartrate data, such as via light emitters54working in cooperation with light sensors56(photodiodes) or image sensors (which can be an ensemble of light sensors) to detect variations in blood coloration as a function of time (and thus heartrate data). Further, the electronic device12includes a cellular transmitter/receiver58(antenna). The cellular transmitter/receiver58allows the electronic device12to transmit and receive data over a cellular network60, which is discussed further below.

Referring now toFIG. 4, the vehicle14further includes a controller62and a transmitter/receiver64. The controller62is in communication with the transmitter/receiver64. The transmitter/receiver64allows the controller62to transmit and receive data over the cellular network60. The cellular network60is in communication with a server66. The electronic device12can then generate data, transmit the data to the cellular network60, which then transmits the data to the server66. The server66can then transmit the data back to the cellular network60, which then transmits the data to the transmitter/receiver64of the vehicle14and then to the controller62. In this manner, and other manners, the controller62can accept data generated by the electronic device12of the anticipated passenger10of the vehicle14.

The controller62is additionally in communication with the various sensors of the vehicle14described above. More specifically, the controller62is in communication and accepts data from the interior temperature sensor32, the exterior temperature sensor36, the relative humidity sensor34, the exterior camera37, and the thermal infrared camera39, if included. Moreover, as discussed further below, the controller62is in communication with and controls the blower38, and thus the level at which the blower38is blowing air into the interior20, from which, as discussed above, the velocity of the air flowing through the interior20can be estimated. Likewise, the controller62is in communication with and controls the heater42, the air conditioner44, the mechanism46, and the temperature control mechanism47within the seat22.

The controller62includes a microprocessor68and a memory70. The memory70stores programs and data. The microprocessor68executes the programs, and while so executing, can utilize the data stored in the memory70.

PMV Thermal Comfort Model

The controller62includes a thermal comfort model, which can be stored in the memory70and executed by the microprocessor68, to determine whether the climate would be thermally comfortable (that is, not too hot or too cold) to the anticipated passenger10based on an analysis of data from both the electronic device12of the anticipated passenger10and the vehicle14. At this point in time, the anticipated passenger10has hailed the vehicle14but has not entered the interior20of the vehicle14. The vehicle14may be in route to the anticipated passenger10, decreasing the distance18between the vehicle14and the anticipated passenger10.

A well accepted thermal comfort model in the building construction context is the Predicted Mean Vote (PMV) model, and, to the inventors knowledge the PMV thermal comfort model has never been adapted to the vehicle14context. The PMV thermal comfort model utilizes principles of heat balance, recognizing that, to be thermally comfortable, the heat that the body of a person is generating should approximately balance the heat leaving the body of the person to the external environment. If heat loss exceeds heat generation, then the person is likely to be too cold. If heat generation exceeds heat loss, then the person is likely to be too hot. In other words, in terms of a heat balance equation, to be thermally comfortable:
(M−W)≈Ec+Eres+Cres+H
where M is the amount of chemical energy in the body of the person being transformed into heat, W is the amount of chemical energy in the body of the person being transformed into work, Ecis the heat loss from the skin of the person from evaporation of perspiration, Eresis the heat loss from the person due to evaporation during breathing, Cresis the heat loss from the person due to convection during breathing, and H is the heat loss from the person at the body surface due to convection and radiation. As further discussed below, each of the heat loss variables on the right side of the balance (Ec, etc.) can be determined via measurable or calculable variables. Those include: (a) the thermal insulation from clothing (Icl); (b) air temperature (ta); (c) mean radiant temperature (tr); (d) relative air velocity (var); and (e) relative humidity (RH). The amount of chemical energy in the body of the person being transformed into heat M is also referred to as the metabolic rate of the person and is quantifiable and, as discussed further below, is a function of the level of activity of the person.

The developers of the PMV model reviewed surveys of a large number of subjects that were subjected to various different conditions (differing air temperatures, thermal insulations, metabolic rate, etc.) and, from the surveys, derived an equation that predicts the mean vote of those subjects on a seven-point scale from too cold (−3) to too hot (+3). A result of zero is ideal and means that most people would find those circumstances thermally comfortable. A deviation of +/−0.5 from 0 is considered to represent tolerable thermal conditions, while a deviation beyond that range is considered to represent uncomfortable thermal conditions. Variations of the equation are standardized. Standard 55 of the American Society of Heating, Refrigerating and Air-Conditioning Engineers (ASHRAE) and Standard 7730 of the International Organization for Standardization (ISO) are examples.

The ISO 7730 PMV equation is immediately below.

The water vapor partial pressure (pa) can be determined from the relative humidity (RH), as follows, where (psat) is the saturated vapor pressure:

RH=papsat
The saturated vapor pressure (psat) can be determined in a variety of ways, including through the following equation, with the air temperature (Ta) in degrees Kelvin and the saturated vapor pressure (psat) is returned in mmHg:

psat=e(20.386-5132Ta)
Although it is not feasible to calculate the amount of chemical energy being transformed into heat (M) directly, there are methods of estimating the amount of chemical energy from various data such as activity type and heartrate, and this is discussed further below. Further, there are various tables available that provide insulation values for various clothing. Values are sometimes provided in units of clo (clothing units), where 1 clo=0.155 m2K/W. For example, a naked person has a clo=0, while a typical men's business suit is considered to be 1 clo.
Estimating Metabolic Heat Production of the Anticipated Passenger and Estimating Heat the Anticipated Passenger Would Lose While Inside the Vehicle

In general, the controller62analyzes both the data from the electronic device12and the vehicle14pursuant to the PMV thermal comfort model to determine whether the climate of the vehicle14is likely to be comfortable, too hot, or too cold, to the anticipated passenger10, who has hailed the vehicle14but not yet entered the interior20. That is, in terms of heat balance, the controller62estimates the metabolic heat production of the anticipated passenger10, that is, the amount of chemical energy that the anticipated passenger10is transforming into heat. In addition, the controller62estimates the heat that the anticipated passenger10would lose while inside (in the interior20of) the vehicle14and subject to the climate. That estimation includes, as explained in the heat balance equation above, estimating at least heat that the anticipated passenger10would be losing through evaporation during breathing, through convection during breathing, through convection and radiation at the body surface, and through evaporation of perspiration. Hereinafter, this disclosure discussed how the controller62(or server66) does so, for each of the relevant variables discussed above.

M—Amount of Chemical Energy Being Transformed Into Heat

The controller62executing the above thermal comfort model in the context of the anticipated passenger10and the interior20of the vehicle14, would then need to estimate the amount of chemical energy that the anticipated passenger10is transforming into heat—M in the equation above. The controller62can do so from data that the electronic device12generates. As mentioned above, the electronic device12includes the accelerometer48, which generates acceleration data. Referring now toFIG. 5, various activities in which the anticipated passenger10engages provide distinct acceleration data signatures. See Kwapisz, J. et al.,Activity Recognition using Cell Phone Accelerometers(available at https://www.techfak.uni-bielefeld.de/isypraktikum/WS12SS13/VITAL/media/p74-kwapisz.pdf), which is incorporated herein by reference. If the acceleration data reveals no variations in gravitational force, or small and irregular variations in gravitational force, then it can be assumed that the anticipated passenger10is either sitting or standing still. Acceleration data generated while the anticipated passenger10is sitting leaves a different signature than acceleration data generated while the anticipated passenger10is standing. If the acceleration data reveals larger and regular variations, then it can be assumed that the anticipated passenger10is doing something more active than standing and the estimated metabolic equivalent for task (MET) value assigned can be higher. The larger and more rapid the variations, the larger the MET value assigned. AsFIG. 5reveals, acceleration data generated while walking, jogging, ascending stairs, and descending stairs all have different data signatures. Acceleration data can also reveal the gait of the person, from which a load the person is carrying can be assumed and estimated. In other words, if the acceleration data reveals that the person is tilted in a certain direction, it can be assumed the person is tilting to offset the load that the person is carrying, which would result in a larger assigned MET value. Once the activity (sitting, standing, etc.) of the anticipated passenger10is determined, the activity can be matched with an MET value to estimate the amount of chemical energy that the anticipated passenger10is transforming into heat—M. For example, sitting might be matched with an MET value of 1.0 (58.2 W/m2) while standing might be matched with an MET value of 1.2 (69.6 W/m2). Such MET values are available from different publications, such as Mansoubi, M., et al.,Energy expenditure during common sitting and standing tasks: examining the1.5MET definition of sedentary behavior,BMC Public Health, 2015; 15:516 (available at https://www.ncbi.nlm.nih.gov/pmc/articles/PMC4448542/), and ASHRAE 55, 2004, Appendix A, both of which are incorporated herein by reference.

As mentioned above, in addition to the accelerometer48, the electronic device12includes the GPS receiver50, which generates location as a function of time data. The controller62can estimate the amount of chemical energy that the anticipated passenger10is transforming into heat, at least in part, from the location as a function of time data by calculating the speed of the anticipated passenger10. For a hypothetical example, the controller62can deduce from the GPS data that the anticipated passenger10was moving at 5 km/hr for 20 minutes before hailing the vehicle14and is continuing to do so after hailing the vehicle14. From the accelerometer data, the controller62can ascertain that the anticipated passenger10was walking (because of the regular positive to negative to positive fluctuations in gravitational forces), rather than riding on a bicycle (which would have a different data signature). The controller62can then assign an MET value of for example 3.4 (197.2 W/m2).

As mentioned above, in addition to the accelerometer48and the GPS receiver50, the electronic device12can generate heartrate data of the anticipated passenger10, and the amount of chemical energy that the anticipated passenger10is transforming into heat is estimated, at least in part, from the heartrate data. In other words, the metabolic rate of the anticipated passenger10can be estimated from the heartrate of the person, and various studies have offered equations for calculating an estimated MET value from a measured heartrate. See, e.g., Yamamoto, S. et al.,The simple method for predicting metabolic equivalents using heart rate in patients with cardiovascular disease,Int J Cardiol Heart Vasc. 2018 June; 19: 88-89 (available at https://www.ncbi.nlm.nih.gov/pmc/articles/PMC6003065/), which is hereby incorporated herein by reference. Such an equation utilized might be MET=0.05×Heartrateabsolute−1.0. Thus, for a hypothetical example, the controller62can obtain heartrate data from the electronic device12that the anticipated passenger10has an average heartrate of 130 beats per minute for a certain period of time, and assign an MET value of 5.5 (320.1 W/m2) (i.e., (0.05*130)−1.0=5.5 METs).

The data from the electronic device12utilized need not be data generated after the anticipated passenger10hailed the vehicle14. While such post-hailing data is certainly relevant, pre-hailing data is relevant as well, especially when there is a short period of time between when the anticipated passenger10hailed the vehicle14and when the anticipated passenger10is anticipated to enter the vehicle14. In some instances, as the anticipated passenger10approaches the vehicle14, the controller62can utilize the exterior camera37disposed on the vehicle14to validate or invalidate the assumptions made upon which the assigned MET value relied. The controller62can revise the MET value based on the data from the exterior camera37, if the value previously assigned based on the above assumptions was invalid.

W—Amount of Chemical Energy Being Transformed Into Work

The anticipated passenger10will be sitting in the seat22of the vehicle14. Thus, the anticipated passenger10will be transforming only a negligible amount of chemical energy into work. Therefore, the controller62will assume W to be zero (0) in the PMV equation.

Icl—Thermal Insulation from Clothing

Referring now toFIG. 6, the last PMV variable personal to the anticipated passenger10is the thermal insulation from clothing72that the anticipated passenger10is wearing. The controller62executing the above thermal comfort model in the context of the anticipated passenger10and the interior20of the vehicle14, would then need to estimate the level of thermal insulation of the clothing72that the anticipated passenger10is wearing—Iclin the equation above. In other words, part of estimating the amount of heat that the anticipated passenger10would be losing if the anticipated passenger10were in the interior20of the vehicle14and subject to the climate includes estimating the thermal insulation of the clothing72that the anticipated passenger10is wearing. The controller62can do so from data that the electronic device12generates.

One option for doing so is through the use of image data from the electronic device12of the clothing72that the anticipated passenger10is wearing to estimate the thermal insulation of the clothing72that the anticipated passenger10is wearing. As mentioned, the electronic device12includes the image sensor52that generates image data. After the anticipated passenger10hails the vehicle14, or as part of that process, the application program prompts the anticipated passenger10to take an image of the anticipated passenger10including the clothing72that the anticipated passenger10is wearing. The thermal insulation of the clothing72that the anticipated passenger10is wearing is then estimated from the image data. Analysis of the image data can include identifying the outline of the anticipate passenger10in the image data, identifying the face and skin color of the face, comparing the skin color of the face to the remainder of the image of the anticipated passenger10to detect bare skin and thus the ratio of covered skin to bare skin, and assigning a thermal insulation clo value based on the ratio. For example, a relatively fully covered (e.g., 95% or greater) anticipated passenger10can be assigned a thermal insulation clo value of 1, whereas an anticipated passenger10wearing a short sleeve shirt and thus having approximately 80% covered skin might be assigned a thermal insulation clo value of 0.8, and an anticipated passenger10wearing a dress or tank top and thus having approximately 50% covered skin might be assigned a thermal insulation clo value of 0.5. Alternatively, analysis of the image data can be pursuant to a clothing recognition program, which can identify various clothing72that the anticipated passenger10is wearing (e.g., tie, dress shirt, sports coat, dress, winter coat, etc.) and assign a clo value accordingly. There are tables available that assign a clo value for: (1) a clothing ensemble; and (2) individual pieces of clothing. See ASHRAE 55:2004, Tables B1 and B2, which are incorporated herein by reference. The assigned clo values can be calibrated and these are meant as examples illustrative of the underlying principle of assigning a thermal insulation value from image data of the clothing72of the anticipated passenger10. The controller62can perform this analysis of the image data. Alternatively, the server66or the electronic device12can perform this analysis of the image data, and can be a function that the application program provides. Alternatively, a driver74of the vehicle14can perform the analysis manually upon reviewing the image data. Alternatively, as modern versions of the electronic device12begin to incorporate infrared cameras, a clo value can be determined from infrared image data of the anticipated passenger10by either the electronic device12or the server66. See Lee, J. et al.,Estimating Clothing Thermal Insulation Using an Infrared Camera,(Mar. 9, 2016) (available at https://www.mdpi.com/1424-8220/16/3/341/pdf-vor), which is incorporated herein by reference. In some instances, instead of the electronic device12providing the image data, another vehicle near the anticipated passenger10can capture image data of the anticipated passenger10and send the image data to the server66.

Instead of using image data from the electronic device12to estimate the thermal insulation of the clothing72that the anticipated passenger10is wearing, the controller62can use the GPS receiver50generated location as a function of time data from the electronic device12. More specifically, the controller62analyses the GPS receiver50generated location as a function of time data, determines the location of the anticipated passenger10at a time when the anticipated passenger10was likely to select the clothing72to wear for the day (such as 06:00), queries a database (e.g., https://w1.weather.gov/data/obhistory/KLNK.html) to determine the temperature of the air of the exterior at that location at that time, and then assign a value of the thermal insulation of the clothing72as a function of the temperature of the air of the exterior24at that location at that time. Instead of the controller62performing this action, the server66can, and the resulting thermal insulation value can be returned to the controller62. For example, the controller62can assign a higher thermal insulation value for the clothing72as the external temperature is lower, assuming that the anticipated passenger10will dress more warmly in colder weather than in warmer weather. A thermal insulation value of 1.0 might be assigned for external air temperatures below 45° F., while a thermal insulation value of 0.45 might be assigned for external air temperatures above 75° F., and various thermal insulation values for temperatures in between.

Finally, the electronic device12can prompt the anticipated passenger10to identify the clothing72the anticipated passenger10is wearing. The electronic device12can generate input data from the input of the anticipated passenger10concerning the clothing72that the anticipated passenger10is wearing. For example, the application program with which the anticipated passenger10used to hail the vehicle14can ask the anticipated passenger10generally what clothing72the anticipated passenger10is wearing and provide selectable options (such as in a drop down list) such as: short sleeve shirt and jeans; business suit; swimming suit; and so on. The anticipated passenger10selects the option most accurately describing the clothing72and the selection is recorded as input data. This input data can be forwarded to the server66, which can estimate a thermal insulation clo value from the input data. The server66can then forward the thermal insulation clo value to the controller62.

In some instances, as the anticipated passenger10approaches the vehicle14, the controller62can utilize the exterior camera37disposed on the vehicle14to validate or invalidate the assumptions made about the clothing72the anticipated passenger10is wearing. The controller62can revise the thermal insulation clo value based on the data from the exterior camera37, if the value previously assigned based on the above assumptions was invalid.

ta—Temperature of the Air of the Interior20of the Vehicle14

A PMV variable relating to the climate of the interior20of the vehicle14is the temperature of the air of the vehicle14(ta). The controller62executing the above thermal comfort model in the context of the anticipated passenger10and the interior20of the vehicle14must determine the temperature of the air of the interior20of the vehicle14. In other words, part of estimating the amount of heat that the anticipated passenger10would be losing if the anticipated passenger10were in the interior20of the vehicle14and subject to the climate includes determining the temperature of the air of the interior20. The controller62can do so from data that the vehicle14generates. In particular, as mentioned above, the vehicle14includes the temperature sensor32disposed to measure the temperature of the air in the interior20. Ideally, the temperature sensor32is positioned at where the anticipated passenger10will be sitting in the interior20, such as near the seat22.

RH—Relative Humidity of the Air of the Interior20of the Vehicle14

Another PMV variable relating to the climate of the interior20of the vehicle14is the relative humidity of the air of the vehicle14(RH). The controller62executing the above thermal comfort model in the context of the anticipated passenger10and the interior20of the vehicle14must determine the relative humidity of the air of the interior20of the vehicle14. In other words, part of estimating the amount of heat that the anticipated passenger10would be losing if the anticipated passenger10were in the interior20of the vehicle14and subject to the climate includes determining the relative humidity of the air of the interior20. The controller62can do so from data that the vehicle14generates. In particular, as mentioned above, the vehicle14includes the relative humidity sensor34disposed to measure the temperature of the air in the interior20. Ideally, the relative humidity sensor34is positioned at where the anticipated passenger10will be sitting in the interior20, such as near the seat22.

tr—Mean Radiant Temperature of the Interior20of the Vehicle14

Another PMV variable relating to the climate of the interior20of the vehicle14is the mean radiant temperature of the interior20of the vehicle14(tr). The controller62executing the above thermal comfort model in the context of the anticipated passenger10and the interior20of the vehicle14should estimate the mean radiant temperature of the interior20of the vehicle14. In other words, part of estimating the amount of heat that the anticipated passenger10would be losing if the anticipated passenger10were in the interior20of the vehicle14and subject to the climate includes determining or estimating the relative humidity of the air of the interior20. The controller62can do so from data that the vehicle14generates. The temperature of many of the surfaces30of the interior20of the vehicle14will match the temperature of the air of the interior20. However, the windows28are not well insulated. Thus, the windows28will radiate heat into the interior20of the vehicle14when the temperature of the air of the exterior24is greater than the temperature of the air of the interior20, and will extract heat from the interior20of the vehicle14when the temperature of the air of the exterior24is less than the temperature of the air of the interior20. Therefore, the controller62can utilize data from the exterior temperature sensor36and the interior temperature sensor32of the vehicle14, and estimate a mean radiant temperature that is between the temperature of the air of the interior20and the temperature of the air of the exterior24. For example, assuming the temperature of the air of the interior20is 20° C. and the temperature of the air of the exterior24is 0° C., the controller62can estimate that the mean radiant temperature is between 0° C. and 20° C., but closer to 20° C. such as 19° C. In summary, the controller62can derive the mean radiant temperature of the interior20of the vehicle14from the difference in temperature between the temperature of the air of the interior20and the temperature of the air of the exterior24. In some instances, if the vehicle14includes the thermal infrared camera39, the mean radiant temperature of the interior20of the vehicle14can be calculated from image data generated by the thermal infrared camera39.

var—The Relative Velocity of the Air of the Interior20

The final PMV variable relating to the climate of the interior20of the vehicle14is the relative velocity of the air of the interior20of the vehicle14that would contact the anticipated passenger10when the anticipated passenger10is seated in the seat22of the vehicle14(var). The controller62executing the above thermal comfort model in the context of the anticipated passenger10and the interior20of the vehicle14should either determine or estimate the relative velocity. In other words, part of estimating the amount of heat that the anticipated passenger10would be losing if the anticipated passenger10were in the interior20of the vehicle14and subject to the climate includes determining or estimating the relative velocity of the air. The controller62can do so from data that the vehicle14generates. As mentioned, the vehicle14includes the air blower38to blow air into the interior20of the vehicle14, and the air blower38is configured to blow air at different power levels. In other words, the power level of the blower38can be adjusted to increase or decrease the volume of air that the blower38blows per unit of time. The higher the volume of air per unit of time, the higher the relative velocity of the air flowing throughout the interior20of the vehicle14. This will likely require calibration. Nevertheless, the controller62can estimate a value for the relative velocity of the air as a function of the power level of the blower38.

Controlling Climate Systems40of the Vehicle14so Estimated Metabolic Heat Production Balances Estimated Heat that the Anticipated Passenger10Would be Losing

After the anticipated passenger10has hailed the vehicle14, and the controller62(or server66) has estimated the metabolic heat production of the anticipated passenger10and estimated the heat that the anticipated passenger10would lose while inside the vehicle14(via data from the electronic device12of the anticipated passenger10and the vehicle14), the controller62determines whether said heat production and predicted heat loss would balance such that the anticipated passenger10is likely to experience thermal comfort (or, alternatively, be too hot or too cold). As explained above, the controller62can do that via the PMV calculation. If the result of the PMV calculation is outside of an allowed difference from zero (0), such as +/−0.5 signifying that the anticipated passenger10is likely to be too hot or too cold, then the controller62controls various of the climate systems40of the vehicle14(the heater42, air conditioner44, the temperature control element47of the seat22, etc.) as necessary until, and so that, the estimated metabolic heat production approximately balances the estimated heat that the anticipated passenger10would be losing (at which point, the anticipated passenger10would be likely to experience thermal comfort). Stated another way, if the controller62determines, from the data applied to the thermal comfort model, that the climate of the interior20of the vehicle14would not be comfortable (because, e.g., of the imbalance between the heat loss and heat produced), the controller62controls the system(s)40of the vehicle14to change the climate until the climate would be comfortable to the anticipated passenger10under the thermal comfort model before the anticipated passenger10enters the interior20of the vehicle14. Before picking up the anticipated passenger10, if the climate is determined to be too hot, then the controller62controls the system(s)40of the vehicle14to alter the climate until the climate would not be too hot to the anticipated passenger10(representing approximate thermal balance) before the anticipated passenger10enters the interior20of the vehicle14. Before picking up the anticipated passenger10, if the climate is determined to be too cold, then the controller62controls the system(s)40of the vehicle14to alter the climate until the climate would not be too cold to the anticipated passenger10before the anticipated passenger10enters the interior20of the vehicle14. In some instances, the controller62can calculate a time required to adjust the climate and delay the adjustment of the climate so that the climate is finally adjusted only approximately when the anticipated passenger10is estimated to enter the vehicle14. The delay could result in energy savings.

The variables relative to the vehicle14that the controller62can alter include the temperature of the air of the interior20(ta), the relative air velocity (var), and, to a certain extent, the relative humidity of the air of the interior20of the vehicle14(RH) and the mean radiant temperature of the interior20of the vehicle14(tr). The controller62can control the aforementioned system(s)40of the vehicle14to alter those variables. For example, to change the climate to so that the climate would be comfortable under the thermal comfort model, the controller62can alter the level at which the air blower38is blowing air to alter the velocity of the air in the interior20that would contact the anticipated passenger10. In addition, to change the climate so that the climate would be comfortable under the thermal comfort model, the controller62can activate the air conditioner44to lower the temperature of the air of the interior20. Further, to change the climate so that the climate would be comfortable under the thermal comfort model, the controller62can activate the heater42to increase the temperature of the air of the interior20. Activation of the heater42, the flap46, and the air conditioner44can alter the relative humidity of the air of the interior20as well. Similarly, to change the climate so that the climate would be comfortable under the thermal comfort model, the controller62can activate the temperature control device47of the seat22to increase or lower, to a certain extent, the temperature of the air of the interior20and the mean radiant temperature of the interior20of the vehicle14.

This altering of the climate is occurring while the vehicle14is decreasing the distance18to the location16to allow the anticipated passenger10to enter the interior20of the vehicle14. By the time that the anticipated passenger10enters the interior20of the vehicle14, the controller62has adjusted the climate so that the climate is determined to be comfortable to the anticipated passenger10under the thermal model (i.e., approximate balance between heat loss and heat generation). A PMV value within the tolerable range from 0 demonstrates that the climate of the interior20now would be comfortable to the anticipated passenger10.

The anticipated passenger10can be assigned a profile that is stored at the server66. To the extent that the anticipated passenger10requests changes to the climate of the vehicle14after entering the interior20, the changes can be recorded and sent by the controller62to the server66and attributed to the profile of the anticipated passenger10. The server66can thus learn the climate preferences of the anticipated passenger10and alter a baseline target PMV value. In other words, if the actions of the anticipated passenger10regarding climate after the anticipated passenger10enters the vehicle14reveal that the anticipated passenger10desires a warmer climate than that which a PMV value of 0 would command, then the target PMV value for the anticipated passenger10can be some number greater than 0, such as 0.5. The different target PMV value can be applied by the server66and the controller62for future rides in the vehicle14, subject to future learning due to additional requests by the anticipated passenger10to alter the climate that was pre-conditioned pursuant to the adjusted PMV target value.

Referring now toFIG. 7, the interior20of the vehicle14is divided into a first zone76corresponding to the seat22and a second zone78corresponding to another seat80. The climate at each of the first zone76and the second zone78are separately controllable. For example, the temperature of the air of the interior20at the first zone76can be different than the temperature of the air of the interior20at the second zone78. In addition, to the extent that the vent41that blows air into the first zone76is controllable separately from the vent41that blows air into the second zone78, or there are separate air blowers38for each of the first zone76and the second78, the relative air velocity at each of the first zone76and the second zone78can be separately manipulated. In addition to the temperature sensor32adjacent the seat22to measure the temperature of the air of the interior20at the first zone76, the vehicle14can include a temperature sensor82adjacent the other seat80to measure the temperature of the air of the interior20at the second zone78.

After the anticipated passenger10hails the vehicle14and before the vehicle14arrives at the location16so the anticipated passenger10can enter the interior20, a second anticipated passenger10acan also hail the vehicle14using a separate electronic device12a(not separately illustrated, but including all the features described above for the electronic device12). Both the anticipated passenger10and the second anticipated passenger10awill eventually occupy the vehicle14at the same time. The second anticipated passenger10amay enter the vehicle14before the anticipated passenger10, or vice versa. The controller62(or server66) can anticipate that the anticipated passenger10will occupy the seat22and become subject to the climate of the first zone76, and that the second anticipated passenger10awill occupy the other seat80and become subject to the climate of the second zone78.

As described above, the controller62accepts data from the electronic device12of the anticipated passenger10, data from the electronic device12aof the second anticipated passenger10a,and data from the vehicle14. The controller62analyzes data from the electronic device12of the anticipated passenger10and the vehicle14pursuant to the thermal comfort model to determine whether the climate at the first zone76would be comfortable to the anticipated passenger10. The data from the vehicle14can be as described above, including data from the temperature sensor32measuring the temperature of the air at the first zone76, the relative humidity sensor34, and regarding the power level of the air blower38. In addition, the controller62analyzes data from the electronic device12aof the second anticipated passenger10aand the vehicle14pursuant to the thermal comfort mode; to determine whether the climate at the second zone78would be comfortable to the second anticipated passenger10a.The data from the vehicle14can be as described above, including data from the temperature sensor82measuring the temperature of the air at the second zone78, the relative humidity sensor34, and regarding the power level of the air blower38.

If, after executing the thermal comfort model, the controller62determines that the climate at the first zone76would not be comfortable to the anticipated passenger10, then the controller62controls the system(s)40of the vehicle14to change the climate of the first zone76until the climate would be comfortable to the anticipated passenger10pursuant to the thermal comfort model before the anticipated passenger10enters the interior20of the vehicle14. Likewise, if, after executing the thermal comfort model, the controller62determines if the climate at the second zone78would not be comfortable to the second anticipated passenger10a,then the controller62controls the system(s)40of the vehicle14to change the climate of the second zone78until the climate would be comfortable to the second anticipated passenger10apursuant to the thermal comfort model before the second anticipated passenger10aenters the interior20of the vehicle14. The vehicle14then picks up the second anticipated passenger10aand the anticipated passenger10and both are inside the interior20of the vehicle14.

HYPOTHETICAL EXAMPLE 1

The anticipated passenger10hails the vehicle14via an application program executed by the electronic device12. The vehicle14will meet the anticipated passenger10at the location16of the anticipated passenger10. The vehicle14is approximately 5 minutes away under current traffic conditions. The electronic device12transmits accelerometer data and GPS location as a function of time data for the last half hour to the server66, which relays the data to the controller62in the vehicle14. Analyzing the accelerometer data and GPS location as a function of time data, the controller62concludes that the anticipated passenger10has been walking at an average speed of 2.5 mph for the last 30 minutes. The GPS location as a function of time data reveals that the anticipated passenger10has moved 1.25 miles in the last 30 minutes, and the accelerometer data reveals a signature of walking as confirmation. The controller62, preloaded with table data assigning various MET values for various walking speeds, assigns an MET value of 2.2 METs (M=128 W/m2). The application program that the electronic device12is executing to hail the vehicle14prompts the anticipated passenger10to capture an image of the anticipated passenger10. The anticipated passenger10uses a camera capability of the electronic device12to capture an image of the anticipated passenger10thus creating image data. The electronic device12sends the image data to the server66. The server66, executing a clothing72recognition program, recognizes that the anticipated passenger10is likely wearing a business suit as clothing72and assigns a thermal insulation from clothing (Icl) value of 1 clo (0.155 m2K/W). The server66transmits that value to the controller62. The controller62accepts data from the vehicle14indicating that the temperature of the air of the interior20(ta) is 22° C. (˜72° F.). The controller62receives data from the exterior temperature sensor36indicating that the exterior temperature is 30° C. (86° F.). The controller62thus assumes that the mean radiant temperature (tr) of the interior20of the vehicle14is greater than the temperature of the interior20(ta) of 22° C., and estimates the mean radiant temperature (tr) of the interior to be 23° C. (˜73° F.). The controller62receives data from the relative humidity sensor34that the relative humidity (RH) of the air of the interior20of the vehicle14is 40%. The controller62is causing the air blower38to blow air at a certain power level and estimates from this power level that the relative velocity of the air of the interior20(var) is 0.3 m/s. The controller62, using the above data and using the PMV thermal model equation stored in the memory70, calculates that the PMV value is 1.03. That PMV value, being outside of a predetermined acceptable range from 0 (e.g., +/−0.5), reveals that the climate of the interior20is likely to be too hot for the anticipated passenger10to feel comfortable. As the vehicle14is driving towards the location16to retrieve the anticipated passenger10, the controller62controls one or more systems40of the vehicle14to alter the climate until the climate would not be too hot to the anticipated passenger10before the anticipated passenger10enters the interior20of the vehicle14. That includes the controller62activating the air conditioner44to lower the temperature of the air of the interior20(ta) and increases the level of the air blower38to increase the relative velocity of the air in the interior20of the vehicle14such that the relative velocity of the air of the interior20(var) is 1.0 m/s. In addition, the controller62activates the temperature control element47of the seat22to extract heat (i.e., cool). As the vehicle14is reaching the location16, the air conditioner44has caused the temperature of the air of the interior20(ta) to decrease to 17° C. (˜63° F.), and the temperature control element47of the seat22to cool the seat22to feel 17° C. (˜63° F.), with an estimated mean radiant temperature (tr) of the interior generally of 18° C. (˜64° F.). The controller62calculates the new PMV value to be 0.03, within the acceptable range of +/−0.5 from 0, and the anticipated passenger10is likely to feel thermally comfortable within the climate of the interior20. The anticipated passenger10then enters the interior20of the vehicle14and sits in the seat22.

HYPOTHETICAL EXAMPLE 2

The anticipated passenger10hails the vehicle14via an application program executed by the electronic device12. The vehicle14will meet the anticipated passenger10at the location16of the anticipated passenger10. The vehicle14is approximately 5 minutes away under current traffic conditions. The anticipated passenger10wears the smartwatch12bthat is paired with the smartphone12a(collectively being the electronic device12), and the smartwatch12bis contemporaneously measuring and recording the heartrate of the anticipated passenger10and thus creating heartrate data. The electronic device12sends heartrate data to the server66indicating that the anticipated passenger10has a current heartrate of 80 beats per minute and assigns an MET value of 1.0 (M=58.2 W/m2) pursuant to an equation that calculates an MET value from heartrate. The server66sends the MET value to the controller62. The electronic device12further sends the GPS location as a function of time data to the server66. The server66determines from the GPS data that the anticipated passenger10was located at a certain place at 06:00 and queries a website to determine that the exterior temperature of that certain place at that time was 0° C. (32° F.). The server66then assigns a thermal insulation from clothing72(Icl) value of 1.2 clo (0.155 m2K/W) based on a formula that estimates thermal insulation from clothing72(Icl) value from the exterior temperature. The server66relays the thermal insulation from clothing72(Icl) value to the controller66. The controller66accepts data from the interior temperature sensor32indicating that the temperature of the air of the interior20(ta) is 19° C. (−66° F.). The controller62receives data from the exterior temperature sensor36indicating that the exterior temperature is 8° C. (˜46° F.). The controller62thus assumes that the mean radiant temperature (tr) of the interior20of the vehicle14is less than the temperature of the interior20(ta) of 19° C., and estimates the mean radiant temperature (tr) of the interior20to be 18° C. (˜64° F.). The controller62receives data from the relative humidity sensor34that the relative humidity (RH) of the air of the interior20of the vehicle14is 40%. The controller62is causing the air blower38to blow air at a certain power level and estimates from this power level that the relative velocity of the air of the interior20(var) is 1.0 m/s. The controller62, using the above data and using the PMV thermal model equation stored in the memory70, calculates that the PMV value is −1.69. That PMV value, being outside of a predetermined acceptable range from 0 (e.g., +/−0.5), reveals that the climate of the interior20is likely to be too cold for the anticipated passenger10to feel comfortable. As the vehicle14is driving towards the location16to retrieve the anticipated passenger10, the controller62controls one or more systems40of the vehicle14to alter the climate until the climate would not be too cold to the anticipated passenger10before the anticipated passenger10enters the interior20of the vehicle14. That includes the controller62activating the heater42to increase the temperature of the air of the interior20(ta) and decrease the level of the air blower38to decrease the relative velocity of the air in the interior20of the vehicle14such that the relative velocity of the air of the interior20(var) is 0.4 m/s. As the vehicle14is reaching the location16, the air conditioner44has caused the temperature of the air of the interior20(ta) to increase to 23° C. (˜73° F.), with an estimated mean radiant temperature (tr) of the interior20of 22° C. (˜72° F.). The controller62causes the temperature control device47of the seat22to produce sufficient heat to cause the seat22to feel 23° C. (˜73° F.). The controller62calculates the new PMV value to be 0.31, within the acceptable range of +/−0.5 from 0, and the anticipated passenger10is likely to feel thermally comfortable within the climate of the interior20. As the anticipated passenger10approaches the vehicle14, the exterior camera37of the vehicle14captures image data of the anticipated passenger10, from which the controller62confirms that the clothing72that the anticipated passenger10is wearing should be assigned a thermal insulation from clothing72(Icl) value of 1.2 clo (0.155 m2K/W). The anticipated passenger10then enters the interior20of the vehicle14and sits in the seat22. The vehicle14has picked up the anticipated passenger10.

HYPOTHETICAL EXAMPLE 3

The anticipated passenger10hails the vehicle14via an application program executed by the electronic device12. The vehicle14will meet the anticipated passenger10at the location16of the anticipated passenger10. The vehicle14is approximately 5 minutes away under current traffic conditions. While in route to the anticipated passenger10, the second anticipated passenger10ahails the vehicle14via the application program executed by the separate electronic device12abelonging to the second anticipated passenger10a.The vehicle14will pick up the second anticipated passenger10awhile in route to pick up the anticipated passenger10. Both the electronic device12of the anticipated passenger10and the electronic device12aof the second anticipated passenger10asend respective accelerometer data and GPS location as a function of time data for the last half hour to the server66, which then relays the data to the controller62in the vehicle14. Analyzing the accelerometer data and GPS data, the controller62concludes that the anticipated passenger10has been walking at an average speed of 2.5 mph for the last 30 minutes, while the second anticipated passenger10ahas been standing still for the last 30 minutes. The controller62, preloaded with table data assigning various MET values for levels of physical activity, assigns an MET value of 2.2 METs (M=128 W/m2) for the anticipated passenger10and an MET value of 1 MET (M=58.2 W/m2) for the second anticipated passenger10a.The application program that the electronic device12of the anticipated passenger10and the electronic device12aof the second anticipated passenger10aare executing to hail the vehicle14each prompt the anticipated passenger10and the second anticipated passenger10arespectively to enter data concerning the clothing72that each are wearing. Presented with a drop down list offering various examples of clothing72ensembles, the anticipated passenger10selects “walking shorts and short sleeve shirt” and the application program assigns a thermal insulation from clothing72(Icl) value of 0.36 clo (0.056 m2K/W). The electronic device12transmits that input data to the server66, which then transmits that value to the controller62. Presented with the same drop down list offering various examples of clothing72ensembles, the second anticipated passenger10aselects “ankle-length skirt, long-sleeved shirt, suit jacket, and panty hose” and the application program assigns a thermal insulation from clothing72(Icl) value of 1.1 clo (0.17 m2K/W). The electronic device12atransmits that input data to the server66, which then transmits that value to the controller62. The controller62accepts data from the vehicle14indicating that the temperature of the air of the interior20(ta) at both the first zone76and the second zone78is 21° C. (˜70° F.). The controller62receives data from the exterior temperature sensor36indicating that the exterior temperature is also 21° C. (˜70° F.). The controller62thus assumes that the mean radiant temperature (tr) of the interior20of the vehicle14is the same as the temperature of the interior20(ta) of 21° C., and estimates the mean radiant temperature (tr) of the interior20to be 21° C. (˜70° F.). The controller62receives data from the relative humidity sensor34that the relative humidity (RH) of the air of the interior20of the vehicle14is 40%. The controller62is causing the air blower38to blow air at a certain power level and estimates from this power level that the relative velocity of the air of the interior20(var) is 0.5 m/s. The controller62, using the above data and using the PMV thermal model equation stored in the memory70, calculates: (1) that the PMV value relative to the anticipated passenger10is −0.41; and (2) that the PMV value relative to the second anticipated passenger10ais 0.85. The PMV value of −0.41 for the anticipated passenger10, being within the predetermined acceptable range from 0 (e.g., +/−0.5), reveals that the climate of the interior20at the first zone76is likely to be comfortable to the anticipated passenger10. However, the PMV value of 0.85 for the second anticipated passenger10a,being outside of a predetermined acceptable range from 0 (e.g., +/−0.5), reveals that the climate of the interior20at the second zone78is likely to be too hot for the second anticipated passenger10ato feel comfortable. As the vehicle14is driving towards the location16to retrieve the second anticipated passenger10a,the controller62controls one or more systems40of the vehicle14to alter the climate at the second zone78until the climate at the second zone78would not be too hot to the second anticipated passenger10abefore the second anticipated passenger10aenters the interior20of the vehicle14at the second zone78. That includes the controller62activating the air conditioner44to lower the temperature of the air of the interior20(ta) at the second zone78and increasing the level of the air blower38to increase the relative velocity of the air at the second zone78of the vehicle14such that the relative velocity of the air of the interior20(var) at the second zone78is 1.0 m/s. The controller62maintains the level of the air blower38blowing air toward the first zone76such that the relative velocity of the air of the interior20(var) at the first zone76is 0.5 m/s. As the vehicle14is reaching the location16, the air conditioner44has caused the temperature of the air of the interior20(ta) at the second zone78to decrease to 18° C. (˜64° F.), with a new estimated mean radiant temperature (tr) of the interior20of 20° C. (˜64° F.). The controller62calculates the new PMV value for the second anticipated passenger10aat the second zone78to be 0.37, within the acceptable range of +/−0.5 from 0, and the second anticipated passenger10ais likely to feel thermally comfortable within the climate of the interior20at the second zone78. In addition, the controller62calculates the new PMV value for the anticipated passenger10at the first zone76due to the change in estimated mean radiant temperature (tr) of the interior20from 21° C. (˜70° F.) to 20° C. (˜64° F.), and the new PMV value is 0.49, which is still within the acceptable range from zero (0), denoting comfort. The second anticipated passenger10athen enters the interior20of the vehicle14occupying the other seat80and is subject to the climate of the second zone78, which is thermally comfortable to the second anticipated passenger10a.Sometime later, the anticipated passenger10then enters the interior20of the vehicle14occupying the seat22and is subject to the climate of the first zone76, which is thermally comfortable to the anticipated passenger10. The vehicle14transports the anticipated passenger10and the second anticipated passenger10ato their respective destinations.

Methodology Variation

Instead of initially determining, using the PMV thermal comfort model, whether the anticipated passenger10would be thermally comfortable in the climate of the vehicle14, and then adjusting the climate of the vehicle14so that the anticipated passenger10would be comfortable before the anticipated passenger10enters the interior20, an initial threshold determination can be whether the anticipated passenger10is thermally comfortable in the exterior24. If, using the PMV thermal comfort model, the anticipated passenger10is thermally comfortable in the exterior24, then the vehicle14does not alter the climate of the interior20of the vehicle14. However, if pursuant to the PMV thermal comfort model, is thermally uncomfortable in the exterior24, then the vehicle14does alter the climate of the interior20of the vehicle14as described above. In this variation, the determination of whether the anticipated passenger10is thermally comfortable in the exterior24using the PMV thermal comfort model, requires the temperature of the air of the exterior24to be utilized as the tavalue, the relative humidity of the air of the exterior24to be utilized as the RH value, the mean radiant temperature of the exterior24to be utilized as the trvalue, and the relative velocity of the air of the exterior24to be utilized as the varvalue. When the anticipated passenger10is assumed to be outside (i.e., from the GPS receiver50generated location as a function of time data), then the server66can query a weather website for all of those values. When the anticipated passenger10is assumed to be inside, then the temperature of the air of the exterior24tavalue can be estimated from the temperature of the battery of the electronic device12. See https://opensignal.com/reports/battery-temperature-weather/. The rest of the values can be determined from the weather website, as mentioned.

It is to be understood that variations and modifications can be made on the aforementioned structure without departure from the concepts of the present disclosure, and further it is to be understood that such concepts are intended to be covered by the following claims unless these claims by their language expressly state otherwise.