A three-part series presents the development of models for predicting the local thermal sensation (Part I) and local comfort (Part II) of different parts of the human body, and also the whole-body sensation and comfort responses (Part III). The models predict these subjective responses to the environment from thermophysiological measurements or predictions (skin and core temperatures). The models apply to a range of environments: uniform and non-uniform, transient and stable. They are based on diverse results from literature and from body-part-specific human subject tests in a climate chamber. They were validated against a test of passengers in automobiles. This series is intended to present the rationale, structure, and coefficients for these models so that others can test them and develop them further as additional empirical data becomes available. The experimental methods and some measured results from the climate chamber tests have been published previously.

Part II describes a thermal comfort model with coefficients representing 19 individual local body parts. For each part, its local comfort is predicted from local and whole-body thermal sensations. These inputs are obtained from the sensation models described in Part I and III, or from measurements.

A three-part series presents the development of models for predicting the local thermal sensation (Part I) and local comfort (Part II) of different parts of the human body, and also the whole-body sensation and comfort responses (Part III). The models predict these subjective responses to the environment from thermophysiological measurements or predictions (skin and core temperatures). The models apply to a range of environments: uniform and non-uniform, transient and stable. They are based on diverse results from the literature and from body-part-specific human subject tests in a climate chamber. They were validated against a test of passengers in automobiles. This series is intended to present the rationale, structure, and coefficients for these models so that others can test and develop them further as additional empirical data becomes available. The experimental methods and some measured results from the climate chamber tests have been published previously. Part I describes thermal sensation models representing 19 individual local body parts. The models’ structure and coefficients were derived by regression of skin and core temperatures against thermal sensation votes obtained in the chamber experiments. The sensation for each local body part is predicted by a logistic function with four inputs: local skin temperature, mean skin temperature presenting the whole body thermal state, and the time derivatives of skin and core temperatures representing the response to transients. These inputs can be obtained from thermophysiological computer programs that treat the body as multiple segments.

A three-part series presents the development of models for predicting the local thermal sensation (Part I) and local thermal comfort (Part II) of different parts of the human body, and also the whole-body sensation and comfort (Part III) that result from combinations of local sensation and comfort. The models apply to sedentary activities in a range of environments: uniform and non-uniform, stable and transient. They are based on diverse findings from the literature and from body-part-specific human subject tests in a climate chamber. They were validated against a test of automobile passengers. The series is intended to present the models’ rationale, structure, and coefficients, so that others can test them and develop them further as additional empirical data becomes available.

A) The whole-body (overall) sensation model has two forms, depending on whether all of the body’s segments have sensations effectively in the same direction (e.g warm or cool), or whether some segments have sensations opposite to those of the rest of the body. For each, individual body parts have different weights for warm versus cool sensations, and strong local sensations dominate the overall sensation. If all sensations are near neutral, the overall sensation is close to the average of all body sensations.

B) The overall comfort model also has two forms. Under stable conditions, people evaluate their overall comfort by a complaint-driven process, meaning that when two body parts are strongly uncomfortable, no matter how comfortable the other body parts might be, the overall comfort will be near the discomfort level of the two most uncomfortable parts. When the environmental conditions are transient, or people have control over their environments, overall comfort is better than that of the two most uncomfortable body parts. This can be accounted for by adding the most comfortable vote to the two most uncomfortable ones.

Traditional vehicle air conditioning systems condition the entire cabin to a comfortable range of temperature and humidity regardless of the number of passengers in the vehicle. The A/C system is designed to have enough capacity to provide comfort for transient periods when cooling down a soaked car. Similarly for heating, the entire cabin is typically warmed up to achieve comfort.

Localized heating and cooling, on the other hand, focuses on keeping the passenger comfortable by forming a micro climate around the passenger. This is more energy efficient since the system only needs to cool the person instead of the entire cabin space and cabin thermal mass. It also provides accelerated comfort for the passenger during the cooling down periods of soaked cars. Additionally, the system adapts to the number of passengers in the car, so as to not purposely condition areas that are not occupied.

The present paper reports on a fundamental study of localized cooling to achieve comfort in a vehicle environment. The individual cooling streams are evaluated by human comfort riders for effectiveness and limitations. Based on the local cooling studies, combination local cooling strategies are then created and evaluated by riders.