Abstract:
A passenger restraint includes a vehicle seat and a foundation adapted to couple the seat to a vehicle frame included in a vehicle. The vehicle seat is adapted to support a passenger sitting thereon. The foundation couples the vehicle seat in spaced-apart relation to the vehicle frame to allow the vehicle seat to move back and forth relative to the vehicle frame.

Description:
PRIORITY CLAIM 
       [0001]    This application claims priority under 35 U.S.C. §119(e) to U.S. Provisional Application No. 62/158,026, filed May 7, 2015, which is expressly incorporated by reference herein. 
     
    
     BACKGROUND 
       [0002]    The present disclosure relates to a vehicle seat, and particularly to seat bottoms and seat backs of a vehicle seat. More particularly, the present disclosure relates to a cooling system configured to provide cooling air to the seat bottoms and seat backs of the vehicle seat. 
       SUMMARY 
       [0003]    According to the present disclosure, a passenger restraint includes a vehicle seat and a foundation adapted to couple the seat to a vehicle frame included in a vehicle. The vehicle seat is adapted to support a passenger sitting thereon. The foundation couples the vehicle seat in spaced-apart relation to the vehicle frame to allow the vehicle seat to move back and forth relative to the vehicle frame. 
         [0004]    In illustrative embodiments, the passenger restraint further includes a heat-transfer unit. The heat-transfer unit is positioned to lie in a space defined in part by the vehicle seat and the vehicle frame. The heat-transfer unit is configured to provide means for transferring heat from ambient air surrounding the vehicle seat to the vehicle frame using a closed-path flow of refrigerant to cause cooling air at about zero degrees Celsius to be provided to the vehicle seat to cause a cooling sensation to be provided to the occupant without cooling an entire cabin space formed in the vehicle so that a time to thermal sensation as felt by the occupant is minimized while an amount of power used to provide the cooling air is minimized and energy efficiency is maximized. 
         [0005]    In illustrative embodiments, the heat-transfer unit is positioned to lie under the vehicle seat and between a pair of spaced-apart frame rails included in the foundation. The heat-transfer unit is further located between the vehicle frame and floor trim included in the vehicle. As a result, waste noise and heat generated by the heat-transfer unit and communicated to the occupant is minimized. 
         [0006]    Additional features of the present disclosure will become apparent to those skilled in the art upon consideration of illustrative embodiments exemplifying the best mode of carrying out the disclosure as presently perceived. 
     
    
     
       BRIEF DESCRIPTIONS OF THE DRAWINGS 
         [0007]    The detailed description particularly refers to the accompanying figures in which: 
           [0008]      FIG. 1  is a perspective and diagrammatic view of a passenger restraint in accordance with the present disclosure showing that the passenger restraint includes a vehicle seat and a heat-transfer system positioned below the vehicle seat and configured to provide cooling air at or below 0 degrees Celsius to the vehicle seat and suggesting that the heat-transfer system uses a low amount of energy to provide the cooling air to the vehicle seat; 
           [0009]      FIG. 2  is a diagrammatic view of the heat-transfer system of  FIG. 1  showing that the heat-transfer system includes, in clockwise order, an air mover including an air cooler for transferring heat from air surrounding the vehicle seat to a closed-path flow of refrigerant (solid single arrow) so that the cooling stream of air is provided to the vehicle seat, a compressor for compressing the closed-path flow of refrigerant, a heat sink for dissipating heat from the closed-path flow of refrigerant to a body of a vehicle, and an expander for expanding the closed-path flow of refrigerant to decrease the refrigerant&#39;s temperature before returning to the air cooler; 
           [0010]      FIG. 3  is a perspective and diagrammatic view of the passenger restraint of  FIG. 1  showing that that the heat-transfer system is located inside a perimeter defined by the vehicle seat and suggesting that the heat-transfer system is located between the vehicle body and floor trim included in the vehicle to minimize noise produced by the heat-transfer system; 
           [0011]      FIG. 4  is a diagrammatic view of the heat-transfer system of  FIGS. 1 and 2  showing how the closed-path flow of refrigerant changes in temperature (T), pressure (P), and phase state (S) as the refrigerant moves through the loop established by the air cooler, compressor, heat sink, and expander and showing that a condensation passageway is arranged to transfer condensate from the air cooler outside the vehicle; 
           [0012]      FIG. 5  is a sectional view taken along line  5 - 5  of  FIG. 1  showing that a seat bottom included in the vehicle seat is formed to include flow channels for moving the cooling air provided by the heat-transfer system to side vents included in the seat bottom for passing at least a portion of the cooling air out over a passenger sitting thereon and through a trim layer (XXXX) included in the seat bottom; 
           [0013]      FIG. 6  is a sectional view taken along line  6 - 6  of  FIG. 1  showing that a portion of the cooling air flows through the trim layer of the seat bottom and another portion of the cooling air flows up into a seat back included in the vehicle seat and passes through a trim layer (XXXX) included in the seat back; 
           [0014]      FIG. 7  is a graph showing a time to thermal sensation as felt by an occupant sitting in the vehicle seat of  FIG. 1  from an HVAC system of the vehicle and from the heat-transfer system included in the passenger restraint of  FIG. 1  and suggesting that the heat-transfer system of the passenger restraint provides a faster time to thermal sensation to the occupant than the HVAC system; 
           [0015]      FIG. 8  is a partial perspective view of a vehicle showing a second embodiment of a heat-transfer system in accordance with the present disclosure that is located below the vehicle seat and arranged to extend beyond a perimeter defined by the vehicle seat and is separate from a vehicle HVAC system included in the vehicle; 
           [0016]      FIG. 9  is a perspective and diagrammatic view of a front row seating arrangement of a passenger vehicle showing that the front row seating arrangement includes two spaced-apart passenger seats and a storage cooler that is formed to include an armrest compartment positioned between the vehicle seats and a third embodiment of a heat-transfer system in accordance with the present disclosure positioned below the armrest compartment and configured to provide cooling air at or below 0 degrees Celsius to the armrest compartment to cool the contents, for example beverages in cup holders, in the armrest compartment; 
           [0017]      FIG. 10  is a partial perspective view of a passenger vehicle showing a fourth embodiment of a heat-transfer system in accordance with the present disclosure that is located below a glove box included in the passenger vehicle and configured to provide cooling air at or below 0 degrees Celsius to the glove box to cool the contents of the glove box; 
           [0018]      FIG. 11  is a perspective and diagrammatic view of a first row of vehicle seats and a second row passenger restraint in accordance with the present disclosure showing that the second row passenger restraint includes a vehicle-seat bench and a heat-transfer system positioned below the vehicle-seat bench and configured to provide cooling air at or below 0 degrees Celsius to the vehicle-seat bench; and 
           [0019]      FIG. 12  is a diagrammatic and top plan view of a passenger vehicle with the roof cut away to show a first row of passenger restraints, a second row of passenger restraints, and a third row of passenger restraints in accordance with the present disclosure and suggesting that the passenger vehicle includes one or more heat-transfer systems assuming various positions within the passenger vehicle. 
       
    
    
     DETAILED DESCRIPTION 
       [0020]    A first embodiment of a passenger restraint  100  in accordance with the present disclosure is shown, for example, in  FIGS. 1 and 3 . Passenger restraint  100  includes a vehicle seat  102  and a heat-transfer system  10  configured to provide means for providing cooling air at or below about 0 degrees Celsius to vehicle seat  102  to cause an occupant sitting on vehicle seat  102  to experience a minimized time to thermal sensation while minimizing an amount of power used to provide the cooling air so that cooling is maximized and energy efficiency is maximized. A second embodiment of a heat-transfer system  210  in accordance with the present disclosure is shown in  FIG. 8 . A third embodiment of a heat-transfer system  310  in accordance with the present disclosure is shown in  FIG. 9 . A fourth embodiment of a heat-transfer system  410  in accordance with the present disclosure is shown in  FIG. 10 . A fifth embodiment of a heat-transfer system  510  in accordance with the present disclosure is shown in  FIG. 11 . A sixth embodiment of a heat-transfer system  610  in accordance with the present disclosure is shown in  FIG. 12 . 
         [0021]    Passenger restraint  100  is shown in  FIGS. 1 and 3 . Passenger restraint  100  includes vehicle seat  102  and a first embodiment of heat-transfer system  10  positioned below vehicle seat  102 . Vehicle seat  102  and heat-transfer system  10  are coupled to a vehicle body  101  (sometimes called a vehicle frame) of a passenger vehicle to travel therewith. Heat-transfer system  10  is configured to provide cooling air at or below 0 degrees Celsius to vehicle seat  102  as measured by a thermometer  43 . However, the temperature may be adjustable at the selection of an occupant of the passenger vehicle. Heat transfer system  10  uses a low amount of power as measured by a watt meter  41  to provide the cooling air when compared to a HVAC system of the passenger vehicle as suggested in  FIGS. 8 and 12 . 
         [0022]    Vehicle seat  102  includes a seat bottom  104 , a seat back  106 , and a headrest  107  as shown in  FIG. 1 . One or more vents  105  are coupled to seat bottom  104  and seat back  106  and are configured to pass the cooling air supplied by heat-transfer system  10  over the occupant of vehicle seat  102 . Vehicle seat  102  also includes frame rails  108  which are positioned to support vehicle seat  102  and allow selective positioning of vehicle seat  102  relative to vehicle body  101  at the selection of the occupant of vehicle seat  102 . Headrest  107  is coupled to seat back  106 . Seat bottom  104  and seat back  106  are covered in a seat trim  109  which is configured to communicate at least a portion of the cooling air supplied by heat-transfer system  10  there through to cool seat trim  109 . 
         [0023]    Heat-transfer system  10  includes an air cooler  12 , a compressor  14  coupled to air cooler  12 , a heat sink  16  coupled to compressor  14 , and an expander  18  coupled between heat sink  16  and air cooler  12  as shown in  FIG. 2 . A refrigerant flows through heat-transfer system  10  along a flow path  11  as suggested by arrows  17 . How path  11  forms a closed-path flow of refrigerant which circulates through heat-transfer system  10 . 
         [0024]    Incoming air  19  has a temperature above 0 degrees Celsius as measured by a thermometer  45  in  FIG. 2 . Air cooler  12  is configured to transfer heat from incoming air  19  to the refrigerant flowing through flow path  11  so that a cooling stream of air  21  is provided to vehicle seat  102  at or below 0 degrees Celsius as measured by thermometer  43 . Incoming air  19  has a higher temperature, as measured by a thermometer  45 , than cooling stream of air  21 , as measured by thermometer  43 . Compressor  14  is configured to compress the refrigerant flowing through flow path  11 . Heat sink  16  is configured to dissipate heat from the refrigerant flowing through flow path  11  to vehicle body  101 . Expander  18  is configured to expand the refrigerant flowing through flow path  11  to decrease the refrigerant&#39;s temperature before returning to air cooler  12 . 
         [0025]    An air mover  13  is positioned to surround air cooler  12  to direct the incoming air  19  from an air source  15  around air cooler  12 . In some embodiments, air source  15  is a fan moving air from an ambient environment surrounding vehicle seat  102  into heat-transfer system  10 . In other embodiments, air source  15  is an air pump moving air from an ambient environment surrounding the passenger vehicle and incoming air  19  may pass through filter elements included in the HVAC system of the passenger vehicle. 
         [0026]    In the illustrative embodiment, heat-transfer system  10  is positioned below a floor trim  103  of the passenger vehicle as shown in  FIGS. 1 and 3 . Floor trim  103  minimizes noise produced by heat-transfer system  10 . Heat-transfer system  10  is sized and positioned to lie between frame rails  108  of vehicle seat  102  as suggested in  FIG. 1 . In some embodiments, heat-transfer system  10  is sized and positioned to lie within a seat frame perimeter  20  defined at least in part by frame rails  108  of vehicle seat  102  and seat bottom  104  as suggested in  FIG. 3 . The individual components of heat-transfer system  10  are sized to fit between seat bottom  104  and vehicle body  101  while maintaining sufficient thermal transfer capacity to transfer heat, as measured by a thermometer  47 , from the refrigerant within flow path  11  to vehicle body  101  and to provide vehicle seat  102  with cooling stream of air  21 . 
         [0027]    The refrigerant flowing through flow path  11  experiences temperature, pressure, and phase (vapor or liquid) changes as it moves through heat-transfer system  10  as suggested in  FIG. 4 . Incoming air  19  passes into air mover  13  and through air cooler  12  which transfers heat from the incoming air to the refrigerant flowing through flow path  11 . The addition of heat increases the temperature and pressure of the refrigerant flowing through flow path  11  causing the refrigerant to enter a vapor phase. 
         [0028]    Incoming air  19  has a temperature and a relative humidity. As incoming air  19  is cooled to become cooling stream  21 , water vapor in incoming air  19  condenses on air cooler  12  to form condensation. The condensation is removed from air mover  13  by a condensation remover  30  as shown in  FIG. 4 . Condensation remover  30  includes an air-box conduit  32  coupled to air mover  13  and a vehicle frame conduit  34  coupled between air-box conduit  32  and vehicle frame  101 . Condensation remover  30  forms a flow path for condensation between air mover  13  and an exterior environment of the passenger vehicle. In another example, a condensation mover may communicate condensation from the air mover to a tray or other container where the condensation is permitted to evaporate over time. 
         [0029]    Refrigerant flowing through flow path  11  is compressed by compressor  14  further increasing the temperature and pressure of the refrigerant as shown in  FIG. 4 . In one example, compressor  14  is an Aspen 1.4 cc model compressor or Aspen 1.9 cc model compressor available from Aspen Compressor of Marlborough, Md., USA. Heat sink  16  transfers heat from the refrigerant flowing through flow path  11  to vehicle body  101 . Heat transferred to vehicle body  101  is transferred to the ambient environment surrounding the passenger vehicle. Heat transfer from the refrigerant flowing through flow path  11  lowers the temperature and pressure of the refrigerant and causes a phase change from vapor to liquid. The refrigerant flowing through flow path  11  is expanded by expander  18  to further lower the temperature and pressure of the refrigerant before returning to air cooler  12 . 
         [0030]    Seat bottom  104  includes a support cushion  24  coupled to a seat pan  22  as shown in  FIG. 5 . Seat pan  22  is coupled to frame rails  108  and includes a cooling-air conduit  26  for passing cooling stream of air  21  supplied by heat-transfer system  10  through seat pan  22  and into seat bottom  104 . Seat bottom  104  also includes vent-flow passageways  28  for supplying vents  105  coupled to sides of seat bottom  104  with cooling air from heat-transfer system  10 . Cooling stream of air  21  passes through a trim-flow passageway  32  to supply seat trim  109  with cooling air. 
         [0031]    Seat back  106  includes a support cushion  34  coupled to a seat-back frame (not shown), a trim-flow passageway  36 , and a vent-flow passageway  38  as shown in  FIG. 6 . Cooling stream of air  21  supplied by heat-transfer system  10  passes through trim-flow passageway  36  to supply seat trim  109  coupled to seat back  106  with cooling air. Cooling stream of air  21  also passes through vent-flow passageway  38  to supply vents  105  coupled to seat back  106  with cooling air. In the illustrative embodiment, cooling air flowing through seat trim  109  passes to an exit-flow passageway  39  and exits from seat bottom  104  to an ambient environment surrounding vehicle seat  102 . 
         [0032]    Heat-transfer system  10  operates to provide a thermal sensation to the occupant of passenger restraint  100  in a shorter period of time than the HVAC system of the passenger vehicle as suggested in  FIG. 7 . The HVAC system operates to cool large volumes of air which are supplied via dashboard and cabin vents to lower the temperature of an environment within a cabin of the passenger vehicle. This occurs over an extended period of time due to the amount of air being cooled. In contrast, heat-transfer system  10  operates to cool smaller volumes of air which are provided to an individual vehicle seat within the passenger vehicle, such as vehicle seat  102 . The smaller volume of air and individualized flow allows heat-transfer system  10  to provide a thermal sensation to the occupant faster than the HVAC system. Furthermore, heat-transfer system  10  uses less power to cool an occupant sitting on passenger restraint  100  in less time than the vehicle HVAC system. 
         [0033]    In a second illustrative embodiment, a passenger vehicle  290  includes a first row of seats  292  including two vehicle seats  202  and a second row of seats  294  positioned behind first row of vehicle seats  292  as shown in  FIG. 8 . Passenger vehicle  290  also includes a dashboard and console  296  positioned forward of first row of seats  292 . A vehicle HVAC system  298  is positioned at a front of passenger vehicle  290 , for example, in a motor compartment of the vehicle. Vehicle HVAC system  298  operates to cool an environment within a cabin  299  of passenger vehicle  290 . 
         [0034]    A heat-transfer system  210  is also included in passenger vehicle  290  as shown in  FIG. 8 . Heat-transfer system  210  is positioned below first row of seats  292  as shown in  FIG. 8 . Heat-transfer system  210  may include similar components to heat-transfer system  110 . However, the components of heat-transfer system  210  may lie in a variety of positions as suggested in  FIG. 8 . For example, heat-transfer system  210  may be positioned to lie in a space defined by first row of seats  292 . Heat-transfer system  210  may be positioned to lie in a space defined by dashboard and console  296 . Heat-transfer system  210  may be positioned below first row of seats  292  and extend forward, rearward, or forward and rearward of first row of seats  292 . Heat-transfer system  210  is separate from and in spaced-apart relation to vehicle HVAC system  298  as shown in  FIG. 8 . Heat-transfer system  210  may operate to provide a cooling stream of air  221  to first row of seat  292 , second row of seats  294 , or both. As shown in  FIG. 8 , vehicle HVAC system  298  uses more power, as measured by a watt meter  249 , than heat-transfer system  210 , as measured by a watt meter  241 . In one example, watt meter  249  measures about 6 kilowatts to about 9 kilowatts while watt meter  241  measures about 100 watts. The 100 watts measured for heat-transfer system is about 25 watts for a fan and about 75 watts for the compressor. 
         [0035]    In a third illustrative embodiment, an armrest  340  is positioned between a pair of vehicle seats  302  in a passenger vehicle as shown in  FIG. 9 . Armrest  340  includes a chiller  342  and a heat-transfer system  310  coupled to chiller  342 . A lid  344  is coupled to chiller  344  to rotate between an open position in which access to a cold-storage compartment  346  is allowed as shown in  FIG. 9  and a closed position to support items thereon. In some embodiments, armrest  340  and seats  302  are part of a first row of seats in the passenger vehicle. In other embodiments, armrest  340  and seats  302  are part of a second or third row of seats in the passenger vehicle. 
         [0036]    Chiller  342  is formed to include cold-storage compartment  346  and a beverage cooler  348  as shown in  FIG. 9 . Cold-storage compartment  346  is configured to store items placed in cold-storage compartment  346  at below ambient temperatures. Beverage cooler  348  is configured to cool beverages placed in beverage cooler  348 . In the illustrative embodiment, heat-transfer system  310  is configured to maintain a temperature of cold-storage compartment  346  and beverage cooler  348  at or below 0 degrees Celsius. The temperature of cold-storage compartment  346  and beverage cooler  348  may be adjustable at the selection of an occupant of the passenger vehicle. In some embodiments, an evaporator of heat-transfer system  310  may be positioned proximate to cold-storage compartment  346  and beverage cooler  348 . The evaporator may be configured to receive refrigerant from heat-transfer system  310  at or below 0 degrees Celsius, as measured by a thermometer  343 , to cool the contents of cold-storage compartment  346  and beverage cooler  348 . 
         [0037]    In a fourth illustrative embodiment, a passenger vehicle  490  includes a first row of vehicle seats  492  and a dashboard and console  496  as shown in  FIG. 10 . Dashboard and console  496  includes a glove box  450  and a heat-transfer system  410  coupled to glove box  450 . Glove box  450  is mounted for rotation between an open position providing access to a storage space formed in glove box  450  as shown in  FIG. 10  and a closed position blocking access to the storage space. 
         [0038]    Glove box  450  is configured to store items, for example beverages, placed in glove box  450  at below ambient temperatures as suggested in  FIG. 10 . In the illustrative embodiment, heat-transfer system  410  is configured to maintain a temperature of glove box  450  at or below 0 degrees Celsius. The temperature of glove box  450  may be adjustable at the selection of an occupant of passenger vehicle  490 . In some embodiments, an evaporator of heat-transfer system  410  may be positioned proximate to glove box  450 . The evaporator may be configured to receive refrigerant from heat-transfer system  410  at or below 0 degrees Celsius, as measured by a thermometer  443 , to cool the contents of glove box  450 . 
         [0039]    In a fifth illustrative embodiment, a passenger vehicle includes a first row of vehicle seats  592  and a second row passenger restraint  560  as shown in  FIG. 11 . First row of vehicle seats  592  includes a pair of vehicle seats  502 . Passenger restraint  560  includes a vehicle-seat bench  562  and a heat-transfer system  510  positioned below vehicle-seat bench  562 . Vehicle-seat bench  562  and heat-transfer system  510  are coupled to a vehicle body  501  of the passenger vehicle to travel therewith. Heat-transfer system  510  is configured to provide cooling air at or below 0 degrees Celsius, as measured by a thermometer  543 , to vehicle-seat bench  562 . The temperature may be adjustable at the selection of an occupant of the passenger vehicle. Heat transfer system  510  uses a low amount of power, as measured by a watt meter  541 , to provide the cooling air when compared to a HVAC system of the passenger vehicle as suggested in  FIGS. 8 and 12 . 
         [0040]    Vehicle-seat bench  562  includes a bench bottom  564 , a bench back  566 , and headrests  567  as shown in  FIG. 11 . One or more vents  565  are coupled to bench bottom  564  and bench back  566  and are configured to pass the cooling air supplied by heat-transfer system  510  over the occupant(s) of vehicle-seat bench  562 . Vehicle-seat bench  562  also includes frame rails  568  which are positioned to support vehicle-seat bench  562  on vehicle body  501 . Seat bottom  564  and seat back  566  are covered in a seat trim  569  which is configured to communicate at least a portion of the cooling air supplied by heat-transfer system  510  there through to cool seat trim  569 . 
         [0041]    Heat-transfer system  510  includes an air cooler  512 , a compressor  514  coupled to air cooler  512 , a heat sink  516  coupled to compressor  514 , and an expander  518  coupled between heat sink  516  and air cooler  512  as shown in  FIG. 11 . A refrigerant flows through heat-transfer system  510  along a flow path  511 . Flow path  511  forms a closed-path flow of refrigerant which circulates and recirculates through heat-transfer system  510 . 
         [0042]    Air cooler  512  is configured to transfer heat from incoming air to the refrigerant flowing through flow path  511  so that a cooling stream of air is provided to vehicle-seat bench  562  as suggested in  FIG. 11 . Compressor  514  is configured to compress the refrigerant flowing through flow path  511 . Heat sink  516  is configured to dissipate heat from the refrigerant flowing through flow path  511  to vehicle body  501 , as measured by a thermometer  547 . Expander  518  is configured to expand the refrigerant flowing through flow path  511  to decrease the refrigerant&#39;s temperature before returning to air cooler  512 . An air mover  513  is positioned to surround air cooler  512  to direct the incoming air around air cooler  512 . 
         [0043]    In the illustrative embodiment, heat-transfer system  510  is positioned below a floor trim  503  of the passenger vehicle as shown in  FIG. 11 . Floor trim  503  minimizes noise produced by heat-transfer system  510 . Heat-transfer system  510  is sized and positioned to lie between frame rails  568  of vehicle-seat bench  562 . In some embodiments, heat-transfer system  510  is sized and positioned to lie within a seat frame perimeter  520  defined at least in part by frame rails  568  of vehicle-seat bench  562  and bench bottom  564  as suggested in  FIG. 11 . The individual components of heat-transfer system  510  are sized to fit between seat bottom  564  and vehicle body  501  while maintaining sufficient thermal transfer capacity to transfer heat from the refrigerant within flow path  511  to vehicle body  501  and to provide vehicle-seat bench  562  with a cooling stream of air. 
         [0044]    In a sixth illustrative embodiment, one or more heat-transfer systems  610  are positioned at various locations throughout a cabin  699  of a passenger vehicle  690  as shown in  FIG. 12 . Passenger vehicle  690  includes first row seating  692 , second row seating  670 , and third row seating  680 . First row seating  692  includes an armrest  640  positioned between a pair of vehicle seats  602 . Second row of seating  670  includes a two-cushion bench  672  and a single-cushion bench  674 . Two-cushion bench  672 , single-cushion bench  674 , or both are configured to fold to allow a passenger to enter passenger vehicle  690  and enter third row seating  680 . Third row seating  680  includes a three-cushion bench  682 . 
         [0045]    Passenger vehicle  690  also includes a dashboard and console  696  which is formed to include a glove box  650  as shown in  FIG. 12 . A vehicle HVAC system  698  is positioned at a front of passenger vehicle  690 , for example in a motor compartment of the vehicle. Vehicle HVAC system  698  operates to cool an environment within cabin  699  of passenger vehicle  690 . Vehicle HVAC system  698  uses more power, as measured by a watt meter  649 , than one or more of heat-transfer systems  610  distributed throughout passenger vehicle  690 , as measure by a watt meter  641 . Exemplary locations and orientations for the various heat-transfer systems  610  are shown in phantom. Additionally, heat-transfer systems  610  may be positioned at some or all of the locations and in any combination. 
         [0046]    The heat-transfer systems in accordance with the present disclosure use a low amount of power when compared to HVAC systems of passenger vehicles. For example, heat-transfer system  210  uses a small percentage, about 4% to about 15%, of the power used by vehicle HVAC system  298  as measured by watt meters  241 ,  249  in  FIG. 8 . As another example, multiple heat-transfer systems  610  positioned throughout passenger vehicle  690  use less power combined than used by vehicle HVAC system  698  as measured by watt meters  641 ,  649  in  FIG. 12 . 
         [0047]    Ambient air is cooled to low temperature by passing over an evaporator of a micro air conditioner. The micro air conditioner uses a refrigeration (Carnot) cycle and has very high efficiency, thereby optimizing the generation of conditioned (temperature and humidity) air. The conditioned air is passed through layers of the seat trim or a gap directly under the trim cover material that is in contact with a seat occupant. Vehicle power consumption is optimized by delivering cooling directly to occupied seats—personalized cooling vented to the seat surface. 
         [0048]    The lower temperatures achieved by the Carnot cycle takes both moisture out of the air and provides much cooler air. This dry cooler air overcomes temperature loss from passage through the seat ducting and trim cover. It provides quick cooling on the seat surface and improved time to thermal sensation and time to comfort in high ambient temperature environments. 
         [0049]    As compared to the vehicle HVAC system, the micro air conditioner unit has higher efficiency and can reach very low temperatures. Measures are taken to address condensation. For example, a drain tube could be provided to eliminate condensation from the cabin. Condensation can be drained outside the vehicle, or collected in an evaporation tray or medium. Measures are also taken to eliminate heat and noise produced by the compressor. For example, the micro compressor provides unique packaging opportunities under the carpet where the noise and heat can be absorbed (through a heat sink) by the seat frame, car body, or radiated external to the vehicle. 
         [0050]    The small-scale refrigeration system includes a compressor, an evaporator, an air mover with conditioned air ducting, a condenser, and a pressure throttling valve (or expander). A vapor-compression cycle is used with these components and a refrigerant is used as the working fluid. The components are sized such that the entire system can be incorporated within a well-defined form factor attached to a vehicle seat frame. Waste heat produced by the vapor-compression cycle could be distributed to metal components of the vehicle and or seat frame structure. The condenser could be located below the carpet or outside of the cabin insulation. 
         [0051]    The evaporator and condenser may contain micro channels to efficiently transfer heat to and from the refrigerant. The micro compressor cools the evaporator coils to sub-zero temperature and an air mover, such as a blower, moves ambient air over the evaporator coils to cool the incoming air to sub-zero temperature. The cold air may be ducted though a small tubing inside the seat. The seat may have an air permeable spacer under the trim cover, directly cooling the inner surface of the trim and the outer surface in contact with the occupant. The cool air is also passed to side bolsters and around the neck to ventilate around the body of occupant. 
         [0052]    The micro air conditioner could be positioned in a front seat, a second row, or other rows. The system could also be used in arm rest refrigeration or other applications where cooling or freezing would be desired.