This manuscript discusses the development of the thermal\ncomfort zones, during summer and winter periods, inside\nvehicular cabins. This is done using two thermal modeling\napproaches; specifically Berkeley and Fanger computations.\nThe limiting boundaries of the thermal comfort zone when\ncomputed by the Berkeley model is determined by the\nOverall thermal Sensation (OS �± 0.5), while according to\nFanger model, the zone is determined by the Predicted Mean\nVote index (PMV �± 0.5). The Berkeley simulation uses a\nvirtual thermal manikin to predict the thermal sensation and\ncomfort inside the cabin under different environmental\nconditions, while maintaining the cabin homogeneous state\nover a relative humidity range of (20-60%). The manikin\nclothing reflects the summer period through; short sleeve\nwith long trousers at an approximate clothing insulation\nvalue of 0.5 clo. Additionally, the winter clothing for winter\nis long thick sleeve, long thick trousers, hand-wear and\nfootwear with approximate clothing insulation value of 1 clo.\nThe metabolic rate for a human passenger is set at 1.4 met to\nrepresent a seated human activity level. The same conditions\nare also used for the Fanger model except the range of\nrelative humidity, which is (20-80%). The results show that\nthe lower and upper temperature limits for the summer\ncomfort window are at standard conditions of 22.4 and\n27.3�°C for the Berkeley model and at 23.1 and 27.4 �°C for the\nFanger model. On the other hand, the temperature limits for\nthe winter comfort window are at 19.8 and 25.2�°C for the\nBerkeley model and at 18.6 and 24.6 �°C for the Fanger model.\nAdditionally, the proposed study conducted a sensitivity\nanalysis of these windows by changing (increase/decrease)\nof the metabolism, the cabin air velocity, and the clothing\ninsulation values.
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