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An automobile passenger compartment thermal comfort model has been developed to aid the automotive engineers in the evaluation and selection of vehicle design parameters so as to optimize human comfort. This model can be used either as a stand alone tool or in conjunction with independently developed HVAC system models. The present model has as a unique feature the calculation of the thermal comfort of each vehicle occupant as a function of the prevailing local passenger compartment conditions of air temperature, mean radiant temperature, air velocity, air relative humidity, direct solar flux as well as the level of activity and clothing type of each individual. The thermal comfort is expressed as a percent of persons dissatisfied under a prevailing set of values for the aforementioned parameters and is based on Fanger's model of thermal comfort with appropriate modifications.

An automobile passenger compartment thermal comfort model has been developed to aid the automotive engineers in the evaluation and selection of vehicle design parameters so as to optimize human comfort. This model can be used either as a stand alone tool or in conjunction with independently developed HVAC system models. The present model has as a unique feature the calculation of the thermal comfort of each vehicle occupant as a function of the prevailing local passenger compartment conditions of air temperature, mean radiant temperature, air velocity, air relative humidity, direct solar flux as well as the level of activity and clothing type of each individual. The thermal comfort is expressed as a percent of persons dissatisfied under a prevailing set of values for the aforementioned parameters and is based on Fanger's model of thermal comfort with appropriate modifications.

Three-dimensional flow and temperature distributions in a passenger compartment are very important for evaluating passenger comfort and improving A/C system design. In the present study, the Reynolds-averaged Navier-Stokes equations and the energy transport equation were solved, by both quasi-steady and full transient approaches, to simulate a passenger compartment cooling process. By comparing the predictions with experimental results for a simplified GM-10 passenger compartment, the accuracy of the simulation was assessed. Throughout the 800-second period, good agreement was observed between the measured breath-level air temperatures and the prediction of the transient simulation. The quasi-steady simulation underpredicted air temperatures at the very early stage of the cooling process. However, after 200 seconds of cool down, the quasi-steady simulation predicted air temperatures equally as well as the full transient simulation.