Thermal Comfort in Bus Cabins: A Review of Parameters and Numerical Investigation

Almeida, Matheus das Neves; Xavier, Antônio Augusto de Paula; Michaloski, Ariel Orlei; Soares, André Luiz

doi:10.1007/978-3-030-41486-3_54

Cited by 2 publications

(1 citation statement)

References 28 publications

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“…The six essential parameters employed by models of thermal comfort are divided into environmental and personal [30][31][32]. The environmental parameters are air temperature (t a ), air velocity (V a ), air relative humidity (UR), and mean radiant temperature (t rm ), while the personal ones comprise metabolic rate (M) and clothing thermal insulation (I clo ) [25,[32][33][34].…”

Section: Methodsmentioning

confidence: 99%

A Review of Thermal Comfort Applied in Bus Cabin Environments

2020

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As of 2020, it has been 50 years since the publication of Fanger’s predictive model of thermal comfort that was designed for indoor environments and attention worldwide is directed at the COVID-19 pandemic and discussions around recommendations for these indoor environments. In this context, many environments and their occupants will suffer consequences related to thermal comfort due to the necessary indoor air changes. In bus cabins, the impact might be even greater, seeing that they are responsible for the mass transportation of people. Thus, this paper intends to review the studies on thermal comfort that analyzed bus cabin environments. It adapts the PRISMA methodology and, as a result, it includes 22 research papers published in journals. Among those, 73% focused on approaching the occupants’ thermal sensation, followed by fuel/energy economy (18%), and driver productivity (9%). The current state-of-the-art indicates that air temperature and air velocity were the parameters most employed by the included studies, but eight papers analyzed all six parameters of the standard models of thermal comfort. The most employed model of thermal comfort was Fanger’s, but there has not been an investigation that assesses its consistency in predicting the occupants’ thermal sensation in the explored environment. Nevertheless, the analyzed studies recommended constant air change inside closed buses or keeping them open to minimize adverse effects on the occupants’ health, especially due to airborne diseases and CO2 concentration possibly being a suitable indicator to identify the need for air change.

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Section: Methodsmentioning

confidence: 99%

A Review of Thermal Comfort Applied in Bus Cabin Environments

2020

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Modeling of Urban Bus Drivers' Thermal Sensation Vote as a Function of the Thermal Comfort Parameters

Almeida

Xavier

Michaloski

2022

Int J Innov Educ Res

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Research into thermal comfort in vehicle environments has been gaining prominence among researchers due to the impacts generated, which range from maintaining the thermal sensation of the occupants, to ensuring the satisfactory performance of drivers in terms of safety in traffic and in energy sustainability. With this background, this study aimed to evaluate the thermal comfort parameters that influence the thermal sensation of urban bus drivers. To this mean, the four environmental parameters in the cabins of urban buses were measured and the two personal parameters of three drivers of the same bus line were estimated, and the influences of these six parameters on the subjective thermal sensation were analyzed using the Ordinal Logistic Regression Models of the Generalized Linear Models methodology. The field survey was performed from September to December 2021 and over three daily trips, totaling 180 measurements of thermal conditions. As a result, both the Predicted Mean Vote index and the thermal sensation votes indicate that the environments of the bus drivers' cabins analyzed are, in general, within the scale of thermal discomfort by heat, with a predominance of the "Warm" class. Furthermore, the model adjustments converged on only three distinct models and they demonstrated that the thermal sensation was influenced by the environmental parameters, and not by the personal parameters. Finally, we concluded that the model that best fit to the sensation was that as a function of the air temperature, with a moderate explanatory ability due to the value of Pseudo R2 = 0.669. In addition, the proportional chance curves of this model indicated the following air temperature ranges for the respective heat thermal discomfort classes: when ta < 28°C, the greater chances are in the choice of thermal neutrality and the other classes of thermal discomfort by cold that were not reached by this research, which were not achieved by this research; for 28°C ≤ ta ≤ 30°C the tendency is higher for a slightly warm sensation; for values in the range 30.5°C ≤ ta ≤ 32.5°C it is more natural that they opine on the heat scale; and for values of ta > 33°C the tendency is for conductors to feel extremely hot.

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Thermal Comfort in Bus Cabins: A Review of Parameters and Numerical Investigation

Cited by 2 publications

References 28 publications

A Review of Thermal Comfort Applied in Bus Cabin Environments

A Review of Thermal Comfort Applied in Bus Cabin Environments

Modeling of Urban Bus Drivers' Thermal Sensation Vote as a Function of the Thermal Comfort Parameters

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