PATENT DOCUMENT

Publication Number: US-11867424-B1
Application Number: US-202117183438-A
Country: US
Kind Code: B1

Title: Thermal control system

Abstract:
A thermal control system includes a housing defining an intake flow path for travel of intake airflow and an exhaust flow path for travel of exhaust airflow. An intake door is disposed along the intake flow path and has first and second positions blocking and allowing intake airflow through the intake door. An exhaust door is disposed along the exhaust flow path and has first and second positions blocking and allowing exhaust airflow through the exhaust door. A mode door is disposed in the housing between the intake flow path and the exhaust flow path with a first position blocking the intake airflow and allowing the exhaust airflow to pass through a heat exchanger, a second position blocking the exhaust airflow and allowing the intake airflow to pass through the heat exchanger, and a third position allowing the intake airflow and the exhaust airflow to pass through the heat exchanger.

Claims:
What is claimed is: 
     
       1. A thermal control system, comprising:
 a housing defining an intake flow path for travel of intake airflow and an exhaust flow path for travel of exhaust airflow; 
 an intake door disposed in the housing along the intake flow path, the intake door having a first position blocking the intake airflow from passing through the intake door and a second position allowing the intake airflow to pass through the intake door; 
 an exhaust door disposed in the housing along the exhaust flow path, the exhaust door having a first position blocking the exhaust airflow from passing through the exhaust door and a second position allowing the exhaust airflow to pass through the exhaust door; and 
 a mode door disposed in the housing between the intake flow path and the exhaust flow path, the mode door having:
 a first position blocking the intake airflow from passing through a heat exchanger and allowing the exhaust airflow to pass through the heat exchanger; 
 a second position blocking the exhaust airflow from passing through the heat exchanger and allowing the intake airflow to pass through the heat exchanger; and 
 a third position allowing the intake airflow and the exhaust airflow to pass through the heat exchanger, 
 
 wherein the housing is configured such that when the intake door is in the second position and the mode door is in the first position, the intake airflow bypasses the heat exchanger, and 
 wherein the housing is further configured such that when the exhaust door is in the second position and the mode door is in the second position, the exhaust airflow bypasses the heat exchanger. 
 
     
     
       2. The thermal control system of  claim 1 , wherein the intake flow path extends from an intake inlet receiving the intake airflow from an external environment to an intake outlet directing the intake airflow into a vehicle cabin. 
     
     
       3. The thermal control system of  claim 2 , wherein the exhaust flow path extends from an exhaust inlet receiving the exhaust airflow from the vehicle cabin to an exhaust outlet directing the exhaust airflow to the external environment. 
     
     
       4. The thermal control system of  claim 1 , further comprising:
 a thermal loop circulating a working fluid, wherein the heat exchanger is part of the thermal loop and is configured to heat or evaporate the working fluid while cooling the intake airflow and the exhaust airflow that passes through the heat exchanger. 
 
     
     
       5. The thermal control system of  claim 4 , wherein the heat exchanger is an evaporator. 
     
     
       6. The thermal control system of  claim 1 , wherein the heat exchanger is a first heat exchanger, further comprising:
 a blower door disposed in the housing along the intake flow path and the exhaust flow path downstream from the mode door, the blower door having:
 a first position directing the intake airflow that passed through the intake door to pass through a second heat exchanger, the second heat exchanger disposed in the intake flow path; 
 a second position directing the exhaust airflow that passed through the exhaust door along the exhaust flow path, the second position further directing the intake airflow that passed through the first heat exchanger to pass through the second heat exchanger; and 
 a third position directing the intake airflow that passed through the first heat exchanger to pass through the second heat exchanger, the third position further directing the exhaust airflow that passed through the first heat exchanger along the exhaust flow path. 
 
 
     
     
       7. The thermal control system of  claim 6 , wherein the intake airflow and the exhaust airflow do not intermix within or downstream of the first heat exchanger when the mode door and the blower door are in the respective third positions. 
     
     
       8. The thermal control system of  claim 6 , wherein the intake airflow and the exhaust airflow intermix downstream of the first heat exchanger when the mode door is in the third position and the blower door is in the second position. 
     
     
       9. The thermal control system of  claim 6 , further comprising:
 a thermal loop circulating a working fluid, 
 wherein the first heat exchanger is part of the thermal loop and is configured to heat or evaporate the working fluid while cooling the intake airflow and the exhaust airflow that passes through the first heat exchanger, and 
 wherein the second heat exchanger is part of the thermal loop and is configured to cool or condense the working fluid while heating the intake airflow or the exhaust airflow that passes through the second heat exchanger. 
 
     
     
       10. The thermal control system of  claim 6 , further comprising:
 a compression device disposed between the first heat exchanger and the second heat exchanger in a thermal loop, the compression device configured to pressurize a working fluid in the thermal loop; and 
 an expansion device disposed between the second heat exchanger and the first heat exchanger in the thermal loop, the expansion device configured to de-pressurize the working fluid in the thermal loop. 
 
     
     
       11. A thermal control system, comprising:
 a thermal module defining an intake flow path for travel of intake airflow and an exhaust flow path for travel of exhaust airflow; 
 a thermal loop circulating a working fluid and including a first heat exchanger configured to heat the working fluid and a second heat exchanger configured to cool the working fluid,
 wherein the first heat exchanger is positioned in the intake flow path and in the exhaust flow path and is configured to cool the intake airflow and the exhaust airflow that passes through the first heat exchanger, and 
 wherein the second heat exchanger is positioned downstream of the first heat exchanger in the intake flow path and is configured to heat the intake airflow that passes through the second heat exchanger; and 
 
 a mode door disposed in the thermal module between the intake flow path and the exhaust flow path, the mode door having:
 a first position configured to route the intake airflow to bypass the first heat exchanger and pass through the second heat exchanger, the first position further configured to route the exhaust airflow to pass through the first heat exchanger; 
 a second position configured to route the exhaust airflow to bypass the first heat exchanger, the second position further configured to route the intake airflow to pass through the first heat exchanger and the second heat exchanger; and 
 a third position configured to route the intake airflow and the exhaust airflow to pass through the first heat exchanger. 
 
 
     
     
       12. The thermal control system of  claim 11 , wherein the intake flow path extends from an intake inlet receiving the intake airflow from an external environment to an intake outlet directing the intake airflow into a vehicle cabin. 
     
     
       13. The thermal control system of  claim 12 , wherein the exhaust flow path extends from an exhaust inlet receiving the exhaust airflow from the vehicle cabin to an exhaust outlet directing the exhaust airflow to the external environment. 
     
     
       14. The thermal control system of  claim 11 , wherein the first heat exchanger is an evaporator and the second heat exchanger is a gas cooler, a resistance heater, or a condenser. 
     
     
       15. The thermal control system of  claim 11 , further comprising:
 an intake door disposed in the thermal module along the intake flow path, the intake door having a first position configured to block the intake airflow from passing through the intake door and a second position configured to allow the intake airflow to pass through the intake door; and 
 an exhaust door disposed in the thermal module along the exhaust flow path, the exhaust door having a first position configured to block the exhaust airflow from passing through the exhaust door and a second position configured to allow the exhaust airflow to pass through the exhaust door. 
 
     
     
       16. The thermal control system of  claim 15 , further comprising:
 a blower door disposed in the thermal module between the intake flow path and the exhaust flow path downstream from the mode door, the blower door having:
 a first position configured to direct the intake airflow that passed through the intake door to pass through the second heat exchanger; 
 a second position configured to direct the exhaust airflow that passed through the exhaust door along the exhaust flow path and configured to direct the exhaust airflow that passed through the first heat exchanger to pass through the second heat exchanger and join the intake airflow along the intake flow path; and 
 a third position configured to direct the intake airflow that passed through the first heat exchanger to pass through the second heat exchanger and configured to direct the exhaust airflow that passed through the first heat exchanger along the exhaust flow path. 
 
 
     
     
       17. The thermal control system of  claim 16 , wherein the intake airflow and the exhaust airflow do not intermix within or downstream of the first heat exchanger when the mode door and the blower door are in the respective third positions. 
     
     
       18. The thermal control system of  claim 16 , wherein the intake airflow and the exhaust airflow intermix downstream of the first heat exchanger when the mode door is in the third position and the blower door is in the second position. 
     
     
       19. A thermal system comprising:
 a housing that defines an intake flow path for travel of intake airflow and an exhaust flow path for travel of exhaust airflow; 
 a heat exchanger that is disposed in the housing, the heat exchanger occupying a portion of the intake flow path and a portion of the exhaust flow path; and 
 a mode door disposed in the housing upstream of the heat exchanger, the mode door having:
 a first position configured to route the intake airflow through a portion of the intake flow path not occupied by the heat exchanger and configured to route the exhaust airflow to pass through the heat exchanger; 
 a second position configured to route the exhaust airflow through a portion of the exhaust flow path not occupied by the heat exchanger and configured to route the intake airflow to pass through the heat exchanger; and 
 a third position between the first position and the second position, the third position configured to route the intake airflow and the exhaust airflow to pass through the heat exchanger. 
 
 
     
     
       20. The thermal system of  claim 19 , wherein the heat exchanger is a first heat exchanger, the thermal system further comprising:
 a second heat exchanger that is disposed in the housing downstream from the first heat exchanger, the second heat exchanger occupying the intake flow path. 
 
     
     
       21. The thermal system of  claim 20 , further comprising:
 an intake door disposed in the second portion of the intake flow path, the intake door having a first position configured to block the intake airflow from passing through the intake door and a second position configured to allow the intake airflow to pass through the intake door; 
 an exhaust door disposed in the second portion of the exhaust flow path, the exhaust door having a first position configured to block the exhaust airflow from passing through the exhaust door and a second position configured to allow the exhaust airflow to pass through the exhaust door. 
 
     
     
       22. The thermal system of  claim 21 , further comprising:
 a blower door disposed in the housing downstream of the first heat exchanger, the blower door having:
 a first position configured to route the intake airflow that passes through the intake door to pass through the second heat exchanger; 
 a second position configured to route the intake airflow and the exhaust airflow that passes through the first heat exchanger to pass through the second heat exchanger; and 
 a third position configured to route the intake airflow that passes through the first heat exchanger to pass through the second heat exchanger and configured to route the exhaust airflow that passes through the first heat exchanger along the exhaust flow path.

Description:
CROSS-REFERENCE TO RELATED APPLICATION(S) 
     This application claims the benefit of U.S. Provisional Application No. 62/985,444, filed on Mar. 5, 2020. The content of the foregoing application is incorporated herein by reference in its entirety for all purposes. 
    
    
     TECHNICAL FIELD 
     This disclosure relates generally to thermal control systems and in particular to configurations of a heat-pump-based thermal control system and operational modes for the thermal control system. 
     BACKGROUND 
     Heating can be difficult when excess, waste, or by-product heat is limited. Some systems use positive-temperature coefficient (PTC) heaters with ceramic components that vary in electrical resistance depending on operational temperatures. However, high current levels and high power consumption are required to operate PTC heaters in cold temperature environments, expending high levels of energy. In a thermal control system using a heat pump, working fluid such as refrigerant in a thermal loop can be forced through a cycle of evaporation or heating to absorb heat then condensation or cooling to release heat. Air warmed by the released heat can be directed for warming before exiting, for example, through an exhaust path or recirculation path. 
     SUMMARY 
     One aspect of the disclosed embodiments is a thermal control system including a housing defining an intake flow path for travel of intake airflow and an exhaust flow path for travel of exhaust airflow. The thermal control system includes an intake door disposed in the housing along the intake flow path, the intake door having a first position blocking the intake airflow from passing through the intake door and a second position allowing the intake airflow to pass through the intake door. The thermal control system includes an exhaust door disposed in the housing along the exhaust flow path, the exhaust door having a first position blocking the exhaust airflow from passing through the exhaust door and a second position allowing the exhaust airflow to pass through the exhaust door. The thermal control system includes a mode door disposed in the housing between the intake flow path and the exhaust flow path, the mode door having a first position blocking the intake airflow from passing through a heat exchanger and allowing the exhaust airflow to pass through the heat exchanger, a second position blocking the exhaust airflow from passing through the heat exchanger and allowing the intake airflow to pass through the heat exchanger, and a third position allowing the intake airflow and the exhaust airflow to pass through the heat exchanger. 
     Another aspect of the disclosed embodiments is a thermal control system including a thermal module defining an intake flow path for travel of intake airflow and an exhaust flow path for travel of exhaust airflow. The thermal control system includes a thermal loop circulating a working fluid. The thermal loop includes a first heat exchanger configured to heat the working fluid and a second heat exchanger configured to cool the working fluid. The first heat exchanger is positioned in the intake flow path and in the exhaust flow path and is configured to cool the intake airflow and the exhaust airflow that passes through the first heat exchanger. The second heat exchanger is positioned downstream of the first heat exchanger in the intake flow path and is configured to heat the intake airflow that passes through the second heat exchanger. The thermal control system includes a mode door disposed in the thermal module between the intake flow path and the exhaust flow path. The mode door has a first position blocking the intake airflow from passing through the first heat exchanger and allowing the exhaust airflow to pass through the first heat exchanger, a second position blocking the exhaust airflow from passing through the first heat exchanger and allowing the intake airflow to pass through the first heat exchanger, and a third position allowing the intake airflow and the exhaust airflow to pass through the first heat exchanger. 
     Another aspect of the disclosed embodiments is a method of climate control using a thermal control system in a vehicle. The method includes routing intake airflow from an external environment though an intake inlet, along an intake flow path, optionally through a first type of heat exchanger, optionally through a second type of heat exchanger, and through an intake outlet into a vehicle cabin of the vehicle. The method also includes routing exhaust airflow from the vehicle cabin through an exhaust inlet, along an exhaust flow path, optionally through the first type of heat exchanger, optionally through the second type of heat exchanger, and through an exhaust outlet into to the external environment. The first type of heat exchanger and the second type of heat exchanger are different types of heat exchangers. The first type of heat exchanger and the second type of heat exchanger are part of a vehicle thermal loop circulating a working fluid. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a schematic of a thermal control system for use with a vehicle. 
         FIG.  2    is a schematic of another thermal control system for use with a vehicle. 
         FIG.  3    shows a first operational mode for the thermal control system of  FIG.  2   . 
         FIG.  4    shows a second operational mode for the thermal control system of  FIG.  2   . 
         FIG.  5    shows a third operational mode for the thermal control system of  FIG.  2   . 
         FIG.  6    shows a fourth operational mode for the thermal control system of  FIG.  2   . 
         FIG.  7    is a chart showing power consumption versus ambient temperature for various thermal control systems. 
         FIG.  8    is a block diagram of a thermal control system. 
         FIG.  9    is an illustration showing an example of a hardware configuration for a controller. 
     
    
    
     DETAILED DESCRIPTION 
     A thermal control system can combine heat reclamation with a heat-pump configuration to lower power consumption, especially when operating in cold ambient temperatures. Reclaiming or collecting heat that would otherwise be lost can be accomplished by positioning a heat exchanger such as an evaporator in an exhaust flow path that directs exhaust airflow to exit a vehicle cabin. In an example where both intake airflow from a fresh air source and exhaust airflow from a vehicle cabin are routed through the heat exchanger, the described thermal control system can lessen or eliminate icing-and-defrost cycles typically required to operate the heat exchanger when exposed to cold ambient temperatures. The thermal control system described here can also save energy by dehumidifying airflow, such as by first cooling then reheating the air when operating in an air conditioning mode. Examples of heat-pump-based thermal control systems using heat reclamation and dehumidification and the improved performance possible with these thermal control systems are described herein. 
       FIG.  1    is a schematic of a thermal control system  100  for use with a vehicle. The thermal control system  100  includes heat exchangers  102 ,  104 ,  106 . The heat exchangers  102 ,  104 ,  106  are shown as located within modules or housings  108 ,  110  and are coupled by a thermal loop  112  shown in dotted line. Though the housings  108 ,  110  are shown as located at a front and rear of a vehicle cabin  114 , other locations for the housings  108 ,  110 , the heat exchangers  102 ,  104 ,  106 , and the thermal loop  112  in respect to the vehicle cabin  114  are possible. The components are shown schematically in order to describe various thermal conditioning processes implemented using the thermal control system  100 . 
     For example, an intake inlet  116  associated with the housing  108  receives intake airflow  118  from an external environment surrounding the vehicle cabin  114 . The intake airflow  118  is denoted using an arrow with a dotted pattern. The intake airflow  118  passes through one or both of the heat exchangers  102 ,  104  before an intake outlet  120  directs the intake airflow  118  into the vehicle cabin  114 . Once in the vehicle cabin  114 , the intake airflow  118  transforms to exhaust airflow  122  (e.g., after mixing with air present within the vehicle cabin  114 ) as denoted using an arrow with a cross-hatched pattern. The exhaust airflow  122  in the vehicle cabin  114  is directed to an exhaust inlet  124  associated with the housing  110 . The exhaust airflow  122  passes through the exhaust inlet  124 , through the heat exchanger  106 , then exits the vehicle cabin  114  through an exhaust outlet  126  where the exhaust airflow  122  is directed, for example, back to the external environment. 
     The thermal control system  100  can function as a heat pump. In general, heat pumps circulate a working fluid, such as refrigerant, through cycles of evaporation or heating to absorb heat and condensation or cooling to release heat. In the thermal control system of  FIG.  1   , the thermal loop  112  can circulate a working fluid, such as refrigerant, between the heat exchangers  102 ,  104 ,  106 . Circulation, evaporation, and condensation of the working fluid in the thermal loop  112  can be achieved using the heat exchangers  102 ,  104 ,  106  along with one or more compression devices (not shown) and one or more expansion devices (not shown). The compression device(s) can be configured to pressurize the working fluid in the thermal loop  112 . The expansion device(s) can be configured to de-pressurize the working fluid in the thermal loop  112 . Changes in pressure of the working fluid in the thermal loop  112  allow changes in temperature of airflow to be implemented using the heat exchangers  102 ,  104 ,  106 . 
     To operate the thermal control system  100  in the heat-pump configuration, the heat exchanger  102  can be a first type of heat exchanger that is configured to heat or evaporate the working fluid that passes through the heat exchanger  102  from the thermal loop  112 . The heat exchanger  102  can cool or receive heat from the intake airflow  118  that passes across or through the heat exchanger  102 . This first type of heat exchanger can be, for example, an evaporator. The heat exchanger  104  can be a second type of heat exchanger that is configured to cool or condense the working fluid that passes through the heat exchanger  104  from the thermal loop  112 . The heat exchanger  104  can heat or send heat to the intake airflow  118  that passes across or through the heat exchanger  104 . This second type of heat exchanger can be, for example, a gas cooler, a resistance heater, a condenser, or combinations thereof. 
     For improved heat-pump operation of the thermal control system  100 , especially when operating in cold environments, the heat exchanger  106  can be used to recover heat from the exhaust airflow  122  as it exits the vehicle cabin  114 . The heat exchanger  106  can be located in parallel with the heat exchangers  102 ,  104  along the thermal loop  112 . The heat exchanger  106  can be configured to cool or receive heat from the exhaust airflow  122  that passes across or through the heat exchanger  106  as the exhaust airflow  122  routes from the vehicle cabin  114 , through the housing  110 , to the external environment. To collect heat, the heat exchanger  106  can be the first type of heat exchanger, that is, a common or similar type as the heat exchanger  102 , such as an evaporator. 
     A vehicle using the thermal control system  100  in the improved heat-pump configuration can thus reclaim or collect heat from the exhaust airflow  122  exiting the vehicle cabin  114  using the heat exchanger  106 . The heat collected or reclaimed from the exhaust airflow  122  can be put to other uses in the vehicle, including for continued use in optimizing performance of the thermal control system  100 . The thermal control system  100  provides even temperature control to all occupants within the vehicle cabin  114  when the intake inlet  116  is located at a front of the vehicle cabin  114  and the exhaust outlet  124  is located at a back of the vehicle cabin  114 , and airflow assisted by pressure differentials between these locations can reduce reliance on fans or pumps to drive the airflow. In other embodiments, additional heat exchangers (not shown) of the first type (e.g., evaporators) can be used to scavenge or reclaim heat from other vehicle systems to further increase efficiency of the thermal control system  100 . For example, the thermal loop  112  can include or communicate with one or more heat exchangers (not shown) to collect heat from powertrain components such as the battery, vehicle computer or control systems, or other electronics that produce heat during operation. 
     Another benefit of the thermal control system  100  is improved durability in cold external environments. The heat exchanger  106  does not experience frost-and-thaw cycles since the exhaust airflow  122  passing through the heat exchanger  106  is generally warmer than the air in cold external environments. The heat-pump configuration of the thermal control system  100  also controls humidity levels within the vehicle cabin  114 . Further, reclaiming or collecting heat from the exhaust airflow  122  exiting the vehicle cabin  114  is especially useful in vehicles with hybrid or electric powertrains, since in contrast to vehicles with internal-combustion engines, little or no excess or waste heat is available from the powertrain for use by the thermal control system  100 . 
     The thermal control system  100  can also be configured to use one or more of the heat exchangers  102 ,  104 ,  106 , one or more compression device(s) (not shown), one or more expansion device(s) (not shown), and one or more valve mechanisms (not shown) in conjunction with the thermal loop  112  to function in an air conditioning mode. 
     For example, in a warm external environment, the intake airflow  118  can be routed to pass across the heat exchanger  102  to be cooled, be minimally conditioned by or optionally bypass (e.g., using the valve mechanism, not shown) the heat exchanger  104 , and enter the vehicle cabin  114  at a cool temperature to mix with the rest of the air in the vehicle cabin  114 . The intake airflow  118  can warm slightly as it becomes the exhaust airflow  122 , but can also be cooler than ambient air in an external environment. The exhaust airflow  122  can exit the vehicle cabin  114  through the exhaust inlet  124 , pass across the heat exchanger  106  to cool the thermal loop  112 , then exit the housing  110  to combine with warm ambient air in the external environment. A higher efficiency can be achieved for the thermal control system  100  by heating the exhaust airflow  122  that exits the vehicle cabin  114  in the air conditioning mode. For example, rejecting heat from the thermal loop  112  to the exhaust airflow  122  supports lower power requirements for the one or more compression device(s) (not shown) as a pressurized portion of the thermal loop  112  can be operated at a lower pressure. 
     To operate the thermal control system  100  in the air conditioning mode, the heat exchanger  102  can be the first type of heat exchanger that is configured to heat or evaporate the working fluid that passes through the heat exchanger  102  from the thermal loop  112 . The heat exchanger  102  can receive heat from the intake airflow  118 , that is, cool the intake airflow  118 , as it passes across or through the heat exchanger  102 . This first type of heat exchanger can be, for example, an evaporator. 
     In the air conditioning mode, the heat exchanger  106  can be used to reject heat or send heat to the exhaust airflow  122  as the exhaust airflow  122  is cooler than ambient air in the warm external environment. The heat exchanger  106  can be configured to heat the exhaust airflow  122  that passes across or through the heat exchanger  106  as the exhaust airflow  122  routes from the vehicle cabin  114 , through the housing  110 , to the external environment to improve efficiency of the thermal loop  112 . To heat the exhaust airflow  122 , the heat exchanger  106  can be the second type of heat exchanger, that is, a common or similar type as the heat exchanger  104  that is bypassed in the air conditioning mode, such as a gas cooler, a resistance heater, a condenser, or combinations thereof. 
     The thermal control system  100  can be optionally designed to perform in an enhanced air conditioning mode, such as with a recirculation option associated with the rear-located housing  110 . To support higher efficiency air conditioning using recirculation, the housing  110  can include another exhaust outlet  127  that directs at least a portion of the exhaust airflow  122  back into the vehicle cabin  114  after passing through the heat exchanger  106 . For example, in a warm external environment, the intake airflow  118  can pass across the heat exchanger  102  to be cooled, be minimally conditioned by or bypass the heat exchanger  104 , and enter the vehicle cabin  114  at a cool temperature to mix with the rest of the air in the vehicle cabin  114 . The intake airflow  118  warms up as it becomes the exhaust airflow  122 . Then, the exhaust airflow  122  can exit the vehicle cabin  114  through the exhaust inlet  124 , pass across the heat exchanger  106  to be cooled, and at least partially reenter the vehicle cabin  114  through the exhaust outlet  127 . This optional air conditioning mode with recirculation allows for multiple sources of cool air to be directed at occupants of the vehicle cabin  114 . 
     In another embodiment of the thermal control system  100  (not shown), the housing  110  at the rear of the vehicle cabin  114  can include heat exchangers of both first and second types (e.g., an evaporator and a condenser) in parallel on the thermal loop  112  such that the thermal control system  100  can be operated to reclaim heat as a heat pump and reject heat when operating in the air conditioning mode. 
       FIG.  2    is a schematic of another thermal control system  200  for use with a vehicle. The thermal control system  200  includes heat exchangers  202 ,  204 . The heat exchangers  202 ,  204  are shown as located within a module or a housing  208  and are coupled by a thermal loop  212  shown in dotted line. Though the housing  208  is shown as located at a front of a vehicle cabin  214 , other locations for the housing  208 , the heat exchangers  202 ,  204 , and the thermal loop  212  in respect to the vehicle cabin  214  are possible. The components are shown schematically in order to describe various thermal conditioning processes implemented using the thermal control system  200 . 
     For example, an intake inlet  216  associated with the housing  208  receives the intake airflow  218  from an external environment surrounding the vehicle cabin  214 . The intake airflow  218  is denoted using an arrow with a dotted pattern. The intake airflow  218  passes through one or both of the heat exchangers  202 ,  204  before an intake outlet  220  directs the intake airflow  218  into the vehicle cabin  214 . Once in the vehicle cabin  214 , the intake airflow  218  transforms to exhaust airflow  222  (e.g., after mixing with air present within the vehicle cabin  214 ) as denoted using an arrow with a cross-hatched pattern. The exhaust airflow  222  in the vehicle cabin  214  is directed to an exhaust inlet  224  associated with the housing  208 . The exhaust airflow  222  passes through the exhaust inlet  224 , optionally through one or both of the heat exchangers  202 ,  204 , then exits the vehicle cabin  214  through an exhaust outlet  226  where the exhaust airflow  222  is directed, for example, back to the external environment. 
     The thermal control system  200  can function as a heat pump. For example, the thermal loop  212  can circulate a working fluid, such as refrigerant, between the heat exchangers  202 ,  204  using a compression device (not shown) and an expansion device (not shown). The heat exchanger  202  can be a first type of heat exchanger that is configured to heat or evaporate the working fluid from the thermal loop  212  to cool or receive heat from the intake airflow  218  and/or the exhaust airflow  222  that passes across or through the heat exchanger  202 . This first type of heat exchanger can be, for example, an evaporator. The heat exchanger  204  can be a second type of heat exchanger that is configured to cool or condense the working fluid from the thermal loop  212  to heat or send heat to the intake airflow  218  and/or the exhaust airflow  222  that passes across or through the heat exchanger  204 . This second type of heat exchanger can be, for example, a gas cooler or a condenser. Changes in pressure of the working fluid in the thermal loop  212  allow changes in temperature of airflow to be implemented using the heat exchangers  202 ,  204 . 
     When the thermal control system  200  operates to reclaim heat from the exhaust airflow  222 , for example, in cold external environments, the heat exchanger  204  of the second type can be used to heat or send heat to the intake airflow  218  and the heat exchanger  202  of the first type can be used to cool or receive heat from the exhaust airflow  222 . When the thermal control system  200  operates to improve cooling efficiency, for example, in hot external environments, the heat exchanger  202  of the first type can be used to cool or receive heat from the intake airflow  218  and the heat exchanger  204  of the second type can be used to heat or send heat to the exhaust airflow  222 . Various operational modes of the thermal control system  200  and benefits related to function of the thermal control system  200  in the operational modes are described in additional detail in respect to  FIGS.  3 - 6   . 
       FIG.  3    shows the thermal control system  200  of  FIG.  2    configured in a first operational mode. The housing  208  defines an intake flow path for travel of the intake airflow  218  (shown using dotted arrows) and an exhaust flow path for travel of the exhaust airflow  222  (shown using cross-hatched arrows). The heat exchanger  202  is shown in a central position within the housing  208  along both the intake flow path that guides the intake airflow  218  and along the exhaust flow path that guides the exhaust airflow  222 . The heat exchanger  204  is shown downstream from the heat exchanger  202 , along the intake flow path, though the physical location of the heat exchangers  202 ,  204  can vary without impacting the operational modes. 
     The intake airflow  218  enters the housing  208  through the intake inlet  216 , passes through the heat exchangers  202 ,  204 , and exits the housing  208  through the intake outlet  220 . The intake outlet  220  can direct the intake airflow  218  into a vehicle cabin (not shown) where it mixes with air within the vehicle cabin to become the exhaust airflow  222 . The exhaust airflow  222  re-enters the housing  208  through the exhaust inlet  224  and exits the housing  208  through the exhaust outlet  226 . The exhaust outlet  226  can direct the exhaust airflow  222  to an external environment (not shown). The locations of the inlets  216 ,  224 , the outlets  220 ,  226 , and the heat exchangers  202 ,  204  in reference to the housing  208  are schematic. The positions are as shown to enable description of the operational modes of the thermal control system  200  but may vary in physical construction. 
     The thermal control system  200  includes an intake door  328  disposed adjacent to the heat exchanger  202  along the intake flow path. The intake door  328  can be controlled to move between positions associated with changes in the operational mode of the thermal control system  200 . In the first operational mode shown in  FIG.  3   , the intake door  328  is shown in a closed position that blocks the intake airflow  218  from passing through the intake door  328 . The intake door  328  may have a plate-like construction, changing positions by rotating around an axis, or may include shutters, fins, or any other controllable means of directing airflow. 
     The thermal control system  200  includes an exhaust door  330  disposed adjacent to the heat exchanger  202 , on an opposite side of the heat exchanger  202  from the intake door  328 , along the exhaust flow path. The exhaust door  330  can also be controlled to move between various positions that change the operational mode of the thermal control system  200 . In the first operational mode shown in  FIG.  3   , the exhaust door  330  is shown in an open position that allows the exhaust airflow  222  to pass through the exhaust door  330  and travel to the exhaust outlet  226 . The exhaust door  330  may have a plate-like construction, changing positions by rotating around an axis, or may include shutters, fins, or any other controllable means of directing airflow. 
     The thermal control system  200  includes a mode door  332  disposed in the housing  208  between the intake flow path and the exhaust flow path upstream of the heat exchanger  202 . The mode door  332  can also be controlled to move between various positions that change the operational mode of the thermal control system  200 . In the first operational mode shown in  FIG.  3   , the mode door  332  is shown in a lower position blocking the exhaust airflow  222  from passing through the heat exchanger  202  and allowing the intake airflow  218  to pass through the heat exchanger  202 . The mode door  332  may have a plate-like construction, changing positions by rotating around an axis, or may include shutters, fins, or any other controllable means of directing airflow. 
     The thermal control system  200  includes a blower door  334  disposed in the housing  208  between the intake flow path and the exhaust flow path downstream of the heat exchanger  202  and downstream of the heat exchanger  202 . The blower door  334  can also be controlled to move between various positions that change the operational mode of the thermal control system  200 . In the first operational mode shown in  FIG.  3   , the blower door  334  is shown in a lower position directing the intake airflow  218  that passed through the heat exchanger  202  to pass through the heat exchanger  204 . The blower door  334  also blocks the exhaust airflow  222  having passed through the exhaust door  330  from entering the intake airflow path. The blower door  334  may have a plate-like construction, changing positions by rotating around an axis, or may include shutters, fins, or any other controllable means of directing airflow. 
     To maintain movement of the intake airflow  218  through the heat exchangers  202 ,  204 , the thermal control system may include a blower or fan  336 . The fan  336  can ensure that the intake airflow  218  is drawn through the heat exchanger  202  and pushed through the heat exchanger  204  so that the intake airflow  218  exits the intake outlet  220  and enters, for example, a vehicle cabin. Though the location of the fan  336  is shown as downstream of the blower door  334  and between the heat exchangers  202 ,  204 , other locations for the fan  336  along the intake flow path are possible without impacting operation of the thermal control system  200  as shown in the first operational mode in  FIG.  3   . 
     The first operational mode is represented using the shown positions of the intake door  328  as closed and the exhaust door  330  as open. The mode door  332  is in a lower position blocking the exhaust airflow  222  from entering the heat exchanger  202  while guiding the intake airflow  218  to pass through the heat exchanger  202 . The blower door  334  is in a lower position blocking the exhaust airflow  222  from entering the heat exchanger  202  while guiding the intake airflow  218  to pass through the heat exchanger  204 . The first operational mode can be used to cool a vehicle cabin. For example, the heat exchanger  202  can be configured to heat or evaporate a working fluid in the thermal loop  212  ( FIG.  2   ) while cooling the intake airflow  218  that passes through or across the heat exchanger  202 . The heat exchanger  202  can be an evaporator. In this way, the intake airflow  218  is cooled before continuing along the intake flow path to the heat exchanger  204 . 
     The heat exchanger  204  downstream of the heat exchanger  202  can be configured to cool or condense the working fluid in the thermal loop  212  ( FIG.  2   ) while imparting heat to the intake airflow  218 . The heat exchanger  204  can be a gas cooler or condenser. If a cool temperature is desired by the user with the thermal control system  200  in the first operational mode, the amount of heat imparted by the heat exchanger  204  to the intake airflow  218  can be minimal based on a temperature setting for the thermal control system  200 . In other words, though the intake airflow  218  is guided by the lower position of the blower door  334  to pass through the heat exchanger  204 , little to no heat may be added in order to maintain a cool temperature of the intake airflow  218  as it passes through the intake outlet  220  and into, for example, a vehicle cabin. 
       FIG.  4    shows the thermal control system  200  of  FIG.  2    configured in a second operational mode. In the second operational mode, the intake airflow  218  enters the housing  208  through the intake inlet  216 , passes through the heat exchangers  202 ,  204 , then exits the housing  208  through the intake outlet  220 . The intake outlet  220  directs the intake airflow  218  into a vehicle cabin (not shown) where it mixes with air within the vehicle cabin to become the exhaust airflow  222 . The exhaust airflow  222  re-enters the housing  208  through the exhaust inlet  224 , then splits. Some or a portion of the exhaust airflow  222  passes through the heat exchangers  202 ,  204 , and some or another portion of the exhaust airflow  222  exits the housing  208  through the exhaust outlet  226 . The exhaust outlet  226  can direct the exhaust airflow  222  to an external environment (not shown). 
     The second operational mode is represented using the shown positions of the intake door  328  as closed and the exhaust door  330  as open. The mode door  332  is in a central position that allows the intake airflow  218  and a first portion of the exhaust airflow  222  to pass through the heat exchanger  202 . The blower door  334  is in a lower position that guides the intake airflow  218  and the first portion of the exhaust airflow  222  to pass through the heat exchanger  204  and join along the intake flow path. The blower door  334  also guides or directs a second portion of the exhaust airflow  222 , that is, the portion that passed through the exhaust door  330  instead of the heat exchanger  202 , to the exhaust outlet  226 . The first portion and the second portion of the exhaust airflow  222  may be generally equal portions or may vary depending on size, location, and position of the exhaust door  330  and the mode door  332 . 
     The second operational mode can be used to cool a vehicle cabin, for example, in a very warm external environment. The heat exchanger  202  can be an evaporator that cools both the intake airflow  218  sourced from the intake inlet  216  and a portion of the exhaust airflow  222  directed by the central position of the mode door  332  from the exhaust flow path. The intake airflow  218  and the exhaust airflow  222  can intermix (e.g., blend) downstream of the heat exchanger  202  when the mode door  332  is in the central position and the blower door  334  is in the lower position shown in  FIG.  4   . The intake airflow  218  and the exhaust airflow  222  can further intermix when passing through the fan  336 . Once this level of mixing is achieved, the blended airflow is referred to again as the intake airflow  218  since it is directed through the intake outlet  220  to enter, for example, the vehicle cabin. 
     The heat exchanger  204  positioned downstream of the fan  336  can be a gas cooler or condenser. If a cool temperature is desired by the user with the thermal control system  200  in the second operational mode, the amount of heat imparted by the heat exchanger  204  to the intake airflow  218  can be minimal. In other words, though both the intake airflow  218  and a portion of the exhaust airflow  222  are guided by the central position of the mode door  332  and the lower position of the blower door  334  to pass through the heat exchanger  204 , little to no heat may be added in order to maintain a cool temperature for the intake airflow  218  as it passes through the intake outlet  220  into the vehicle cabin. Dividing the exhaust airflow  222  between the intake flow path and the exhaust flow path is a form of partial recirculation and dehumidification meant to lower the work done by the heat exchanger  202  required to keep the vehicle cabin at a cooler temperature in a warm or very warm environment while still introducing fresh air, for example, from the intake inlet  216 . 
       FIG.  5    shows the thermal control system  200  of  FIG.  2    configured in a third operational mode. In the third operational mode, the intake airflow  218  enters the housing  208  through the intake inlet  216 , passes through the heat exchangers  202 ,  204 , then exits the housing  208  through the intake outlet  220 . The intake outlet  220  directs the intake airflow  218  into a vehicle cabin (not shown) where it mixes with air within the vehicle cabin to become the exhaust airflow  222 . The exhaust airflow  222  re-enters the housing  208  through the exhaust inlet  224 , passes through the heat exchanger  202 , then exits the housing  208  through the exhaust outlet  226 . The exhaust outlet  226  can direct the exhaust airflow  222  to an external environment (not shown). 
     The third operational mode is represented using the shown positions of the intake door  328  as closed and the exhaust door  330  as closed. The mode door  332  is in a central position that allows the intake airflow  218  and the exhaust airflow  222  to pass through the heat exchanger  202 . The blower door  334  is in a central position that guides the intake airflow  218  to pass through the heat exchanger  204  and the exhaust airflow  222  to the exhaust outlet  226 . In the third operational mode shown in  FIG.  5   , the intake airflow  218  and the exhaust airflow  222  do not intermix within or downstream of the heat exchanger  202 , though both pass through the heat exchanger  202 . 
     The third operational mode can be used to heat and/or de-humidify a vehicle cabin while at the same time reclaiming or capturing heat from the exhaust airflow  222  for re-use within the thermal control system  200  or for other uses in the vehicle, for example, in a cool or cold external environment. The heat exchanger  202  can be an evaporator that dehumidifies the intake airflow  218  from the intake inlet  216 . The heat exchanger  204  is positioned downstream of the heat exchanger  202  in the intake flow path and can be a gas cooler or condenser. When a warm temperature is desired by the user with the thermal control system  200  in the third operational mode, the heat exchanger  204  can impart a sufficient amount of heat to the intake airflow  218  to warm a vehicle cabin. 
     When the vehicle cabin is warm, the exhaust airflow  222  brought into the housing  208  through the exhaust inlet  224  from the vehicle cabin will also be warm, and the heat exchanger  202  (e.g., an evaporator) can collect or reclaim heat from the exhaust airflow  222  before the exhaust airflow  222  is directed to the exhaust outlet  226 , for example, to pass to the external environment. Both the intake airflow  218  and the exhaust airflow  222  are directed and kept separate by the central positions of the mode door  332  and the blower door  334 . That is, the intake airflow  218  and the exhaust airflow  222  do not intermix within or downstream of the heat exchanger, allowing the heat exchanger  202  both to dehumidify the intake airflow  218  and reclaim heat from the exhaust airflow  222 . 
       FIG.  6    shows the thermal control system  200  of  FIG.  2    configured in a fourth operational mode. In the fourth operational mode, the intake airflow  218  enters the housing  208  through the intake inlet  216 , passes through the intake door  328  and the heat exchanger  204 , then exits the housing  208  through the intake outlet  220 . The intake outlet  220  directs the intake airflow  218  into a vehicle cabin (not shown) where it mixes with air within the vehicle cabin to become the exhaust airflow  222 . The exhaust airflow  222  re-enters the housing  208  through the exhaust inlet  224 , passes through the heat exchanger  202 , then exits the housing  208  through the exhaust outlet  226 . The exhaust outlet  226  can direct the exhaust airflow  222  to an external environment (not shown). 
     The fourth operational mode is represented using the shown positions of the intake door  328  as open and the exhaust door  330  as closed. The mode door  332  is in an upper position that blocks the intake airflow  218  from passing through the heat exchanger  202  and routes the intake airflow  218  though the intake door  328 . The blower door  334  is also in an upper position that guides the intake airflow  218  downstream of the intake door  328  to pass through the heat exchanger  204  before the intake airflow  218  exits the intake outlet  220  to enter, for example, a vehicle cabin. The upper positions of the mode door  332  and the blower door  334  along with the closed position of the exhaust door  330  guide the exhaust airflow  222  through the heat exchanger  202  before the exhaust airflow  222  exits the exhaust outlet  226 . 
     The fourth operational mode can be used to heat a vehicle cabin while at the same time reclaiming or capturing heat from the exhaust airflow  222  for re-use within the thermal control system  200  or for other uses in the vehicle, for example, in a very cold external environment. When a warm temperature is desired by the user with the thermal control system  200  in the fourth operational mode, the heat exchanger  204  can impart a sufficient amount of heat to the intake airflow  218  to warm a vehicle cabin. To this end, the heat exchanger  204  can be a gas cooler, a resistance heater, a condenser, or combinations thereof. When the vehicle cabin is warm, the exhaust airflow  222  brought into the housing  208  through the exhaust inlet  224  from the vehicle cabin will also be warm. The heat exchanger  202  can collect or reclaim heat from the exhaust airflow  222  before the exhaust airflow  222  is directed to the exhaust outlet  226 , for example, to pass to the external environment. To this end, the heat exchanger  202  can be an evaporator. 
       FIG.  7    is a chart showing power consumption versus ambient temperature for various thermal control systems. The chart includes data for a PTC system, marked as System A, in a solid line, a traditional heat pump system, marked as System B, in a dashed line, and a heat-pump system that uses heat reclamation such as the thermal control systems  100 ,  200  described in respect to  FIGS.  1 - 6   , marked as System C, in dotted line. Improvements in power consumption, especially at low temperatures, are evident for the heat-pump system using heat reclamation. 
     The solid line of System A indicates power consumption in kW based on thermal control system operation between −10° C. and 20° C. for a PTC-based thermal control system. Power usage is high, over 4 kW, at the lowest ambient temperature of −10° C. Power usage is approximately 2 kW at the highest shown ambient temperature of 20° C. The dashed line of System B indicates power consumption in kW based on thermal control system operation between −10° C. and 20° C. for a heat-pump-based thermal control system. Power usage is between 1.5 kW and 2 kW at the lowest ambient temperature of −10° C. Power usage is between 0.5 kW and 1 kW at the highest shown ambient temperature of 20° C. Improvement is evident in overall lower power consumption possible using a heat-pump-based thermal control system over a PTC-based thermal control system. 
     Further improvement in power consumption is possible when using heat-pump systems with heat reclamation such as the thermal control systems  100 ,  200  described herein. The dotted line of System C indicates power consumption in kW based on thermal control system operation between −10° C. and 20° C. for a heat-pump-based thermal control system with heat reclamation. Power usage is between 0.5 kW and 1 kW at the lowest ambient temperature of −10° C. Power usage is between 0 kW and 0.5 kW at the highest shown ambient temperature of 20° C. Lower power consumption is especially useful when operating a hybrid-electric or electric vehicle, as more power is available to the overall vehicle, extending operating range. 
       FIG.  8    is a block diagram that shows a thermal control system  800 . The thermal control system  800  can include a user interface  838 , a controller  840 , sensors  842 , and a heating, ventilation, and air conditioning (HVAC) module  844 . The thermal control system  800  can operate in a manner similar to the thermal control systems  100 ,  200  described in reference to  FIGS.  1 - 6   . The HVAC module  844  can include one or more housings, heat exchangers, flow paths, and/or doors that direct and condition intake airflow and exhaust airflow for the thermal control system  800 . 
     The user interface  838  allows a user to modify aspects of the operation of the thermal control system  800  and to set operational modes for the HVAC module  844 . For example, various operational modes can result in heating, cooling, recirculating, dehumidifying, or otherwise conditioning or reclaiming heat from intake and exhaust airflows using the HVAC module  844 . That is, the user interface  838  can allow modification of operating parameters of the HVAC module  844 , for example, based on user preferences. 
     The controller  840  coordinates operation of the thermal control system  800  by communicating electronically (e.g., using wired or wireless communications) with the user interface  838 , the sensors  842 , and the HVAC module  844 . The controller  840  may receive information (e.g., signals and/or data) from the user interface  838 , from the sensors  842 , and/or from other portions (not shown) of the thermal control system  800 . 
     The sensors  842  may capture or receive information related, for example, to an external environment where the thermal control system  800  is located. The external environment can be an exterior or an interior of a vehicle or an office, and information captured or received by the sensors  842  can relate to temperature, humidity, airflow, or other ambient conditions within the vehicle or the office or exterior to the vehicle or the office. 
     The thermal control system  800  can change an operational mode of the HVAC module  844  based on a control signal, such as a signal from the controller  840 . The control signal may cause the HVAC module  844  to vary door positions, airflow paths, airflow volumes, blower speeds, air temperatures, humidity levels, heat exchanger operation, etc. For example, a control signal can cause the HVAC module  844  to change from a first operational mode where fresh intake airflow follows a flow path passing through an evaporator and a gas cooler prior to entering a vehicle cabin to a second operational mode where fresh intake airflow follows a flow path passing through a gas cooler prior to entering the vehicle cabin. In the second operational mode, the vehicle cabin air can follow a flow path passing through an evaporator to reclaim heat for use in the vehicle prior to exiting the vehicle cabin through an exhaust duct to an external environment. Various technologies that may be used to implement the thermal control system  800  include thermal loops; heat exchangers such as condensers, gas coolers, and evaporators; fans; compressors; expansion devices such as nozzles; ducts; vents; blend doors; etc. 
       FIG.  9    shows an example of a hardware configuration for a controller  946  that may be used to implement the controller  840  and/or other portions of the thermal control system  800 . In the illustrated example, the controller  946  includes a processor  948 , a memory device  950 , a storage device  952 , one or more input devices  954 , and one or more output devices  956 . These components may be interconnected by hardware such as a bus  958  that allows communication between the components. 
     The processor  948  may be a conventional device such as a central processing unit and is operable to execute computer program instructions and perform operations described by the computer program instructions. The memory device  950  may be a volatile, high-speed, short-term information storage device such as a random-access memory module. The storage device  952  may be a non-volatile information storage device such as a hard drive or a solid-state drive. The input devices  954  may include sensors and/or any type of human-machine interface, such as buttons, switches, a keyboard, a mouse, a touchscreen input device, a gestural input device, or an audio input device. The output devices  956  may include any type of device operable to provide an indication to a user regarding an operating mode or state, such as a display screen, an interface for a thermal control system such as the thermal control systems  100 ,  200 ,  800 , or an audio output. 
     As described above, one aspect of the present technology is the gathering and use of data available from various sources, such as from sensors  842  or user profiles, to improve the function of thermal control systems such as the thermal control systems  100 ,  200 ,  800 . The present disclosure contemplates that in some instances, this gathered data may include personal information data that uniquely identifies or can be used to contact or locate a specific person. Such personal information data can include demographic data, location-based data, telephone numbers, email addresses, twitter IDs, home addresses, data or records relating to a user&#39;s health or level of fitness (e.g., vital signs measurements, medication information, exercise information), date of birth, or any other identifying or personal information. 
     The present disclosure recognizes that the use of personal information data, in the present technology, can be used to the benefit of users. For example, the personal information data can be used to deliver changes to operational modes of thermal control systems to best match user preferences. Other uses for personal information data that benefit the user are also possible. For instance, health and fitness data may be used to provide insights into a user&#39;s general wellness or may be used as positive feedback to individuals using technology to pursue wellness goals. 
     The present disclosure contemplates that the entities responsible for the collection, analysis, disclosure, transfer, storage, or other use of such personal information data will comply with well-established privacy policies and/or privacy practices. In particular, such entities should implement and consistently use privacy policies and practices that are generally recognized as meeting or exceeding industry or governmental requirements for maintaining personal information data private and secure. Such policies should be easily accessible by users and should be updated as the collection and/or use of data changes. Personal information from users should be collected for legitimate and reasonable uses of the entity and not shared or sold outside of those legitimate uses. Further, such collection/sharing should occur after receiving the informed consent of the users. 
     Additionally, such entities should consider taking any needed steps for safeguarding and securing access to such personal information data and ensuring that others with access to the personal information data adhere to their privacy policies and procedures. Further, such entities can subject themselves to evaluation by third parties to certify their adherence to widely accepted privacy policies and practices. In addition, policies and practices should be adapted for the particular types of personal information data being collected and/or accessed and adapted to applicable laws and standards, including jurisdiction-specific considerations. For instance, in the US, collection of or access to certain health data may be governed by federal and/or state laws, such as the Health Insurance Portability and Accountability Act (HIPAA); whereas health data in other countries may be subject to other regulations and policies and should be handled accordingly. Hence different privacy practices should be maintained for different personal data types in each country. 
     Despite the foregoing, the present disclosure also contemplates embodiments in which users selectively block the use of, or access to, personal information data. That is, the present disclosure contemplates that hardware and/or software elements can be provided to prevent or block access to such personal information data. For example, in the case of user-profile-based cabin temperature regulation through a thermal control system, the present technology can be configured to allow users to select to “opt in” or “opt out” of participation in the collection of personal information data during registration for services or anytime thereafter. In addition to providing “opt in” and “opt out” options, the present disclosure contemplates providing notifications relating to the access or use of personal information. For instance, a user may be notified upon downloading an app that their personal information data will be accessed and then reminded again just before personal information data is accessed by the app. 
     Moreover, it is the intent of the present disclosure that personal information data should be managed and handled in a way to minimize risks of unintentional or unauthorized access or use. Risk can be minimized by limiting the collection of data and deleting data once it is no longer needed. In addition, and when applicable, including in certain health related applications, data de-identification can be used to protect a user&#39;s privacy. De-identification may be facilitated, when appropriate, by removing specific identifiers (e.g., date of birth, etc.), controlling the amount or specificity of data stored (e.g., collecting location data a city level rather than at an address level), controlling how data is stored (e.g., aggregating data across users), and/or other methods. 
     Therefore, although the present disclosure broadly covers use of personal information data to implement one or more various disclosed embodiments, the present disclosure also contemplates that the various embodiments can be implemented without the need for accessing such personal information data. That is, the various embodiments of the present technology are not rendered inoperable due to the lack of all or a portion of such personal information data. For example, changes in operational modes in thermal control systems can be implemented for a given user by inferring user preferences based on non-personal information data, a bare minimum amount of personal information, other non-personal information available to the system, or publicly available information.

Metadata:
Filing Date: 20210224
Publication Date: 20240109
Grant Date: 20240109
Priority Date: 20200305
Inventors: WUJEK, Scott
CONNICK, KEGAN J.
YEOMANS, PAUL D.
Assignee: APPLE INC
CPC Classifications: [{"code": "F24F12/006", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60H1/00028", "inventive": true, "first": false, "tree": "[]"}, {"code": "F24F2012/007", "inventive": false, "first": false, "tree": "[]"}, {"code": "F24F2110/10", "inventive": false, "first": false, "tree": "[]"}, {"code": "F24F12/006", "inventive": true, "first": true, "tree": "[]"}, {"code": "F24F2012/007", "inventive": false, "first": false, "tree": "[]"}, {"code": "F24F2110/10", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60H1/00028", "inventive": true, "first": false, "tree": "[]"}, {"code": "F24F12/006", "inventive": true, "first": true, "tree": "[]"}, {"code": "F24F2012/007", "inventive": false, "first": false, "tree": "[]"}, {"code": "F24F2110/10", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60H1/00035", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60H2001/00178", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60H1/039", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60H1/00899", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60H1/0005", "inventive": true, "first": false, "tree": "[]"}]
Family ID: 89434880