Progress in thermal comfort research over the last twenty years.

Climate change and the urgency of decarbonizing the built environment are driving technological innovation in the way we deliver thermal comfort to occupants. These changes, in turn, seem to be setting the directions for contemporary thermal comfort research. This article presents a literature review of major changes, developments, and trends in the field of thermal comfort research over the last 20 years. One of the main paradigm shift was the fundamental conceptual reorientation that has taken place in thermal comfort thinking over the last 20 years; a shift away from the physically based determinism of Fanger's comfort model toward the mainstream and acceptance of the adaptive comfort model. Another noticeable shift has been from the undesirable toward the desirable qualities of air movement. Additionally, sophisticated models covering the physics and physiology of the human body were developed, driven by the continuous challenge to model thermal comfort at the same anatomical resolution and to combine these localized signals into a coherent, global thermal perception. Finally, the demand for ever increasing building energy efficiency is pushing technological innovation in the way we deliver comfortable indoor environments. These trends, in turn, continue setting the directions for contemporary thermal comfort research for the next decades.

Field study of air change and flow rate in six automobiles.

UNLABELLED: For many people, a relatively large proportion of daily exposure to a multitude of pollutants may occur inside an automobile. A key determinant of exposure is the amount of outdoor air entering the cabin (i.e. air change or flow rate). We have quantified this parameter in six passenger vehicles ranging in age from 18 years to <1 year, at three vehicle speeds and under four different ventilation settings. Average infiltration into the cabin with all operable air entry pathways closed was between 1 and 33.1 air changes per hour (ACH) at a vehicle speed of 60 km/h, and between 2.6 and 47.3 ACH at 110 km/h, with these results representing the most (2005 Volkswagen Golf) and least air-tight (1989 Mazda 121) vehicles, respectively. Average infiltration into stationary vehicles parked outdoors varied between approximately 0 and 1.4 ACH and was moderately related to wind speed. Measurements were also performed under an air recirculation setting with low fan speed, while airflow rate measurements were conducted under two non-recirculate ventilation settings with low and high fan speeds. The windows were closed in all cases, and over 200 measurements were performed. The results can be applied to estimate pollutant exposure inside vehicles. PRACTICAL IMPLICATIONS: There is increasing recognition of the often disproportionately large contribution of in-vehicle pollutant exposures to overall measures. This has highlighted the need for accurate and representative quantification of determinant factors to facilitate exposure estimation and mitigation. The ventilation rate in a vehicle cabin is a key parameter affecting the transfer of pollutants from outdoors to the cabin interior, and vice-versa. New data regarding this variable are presented here, and the results indicate substantial variability in outdoor air infiltration into vehicles of differing age. The efficacy of simple measures to reduce outdoor air infiltration into 'leaky' vehicles to increase occupant protection would be a worthwhile avenue of further research.

Convective and radiative heat transfer coefficients for individual human body segments.

Human thermal physiological and comfort models will soon be able to simulate both transient and spatial inhomogeneities in the thermal environment. With this increasing detail comes the need for anatomically specific convective and radiative heat transfer coefficients for the human body. The present study used an articulated thermal manikin with 16 body segments (head, chest, back, upper arms, forearms, hands, pelvis, upper legs, lower legs, feet) to generate radiative heat transfer coefficients as well as natural- and forced-mode convective coefficients. The tests were conducted across a range of wind speeds from still air to 5.0 m/s, representing atmospheric conditions typical of both indoors and outdoors. Both standing and seated postures were investigated, as were eight different wind azimuth angles. The radiative heat transfer coefficient measured for the whole-body was 4.5 W/m2 per K for both the seated and standing cases, closely matching the generally accepted whole-body value of 4.7 W/m2 per K. Similarly, the whole-body natural convection coefficient for the manikin fell within the mid-range of previously published values at 3.4 and 3.3 W/m2 per K when standing and seated respectively. In the forced convective regime, heat transfer coefficients were higher for hands, feet and peripheral limbs compared to the central torso region. Wind direction had little effect on convective heat transfers from individual body segments. A general-purpose forced convection equation suitable for application to both seated and standing postures indoors was hc = 10.3v0.6 for the whole-body. Similar equations were generated for individual body segments in both seated and standing postures.