SYSTEM AND METHOD FOR REDUCING UNCONTINUOUS COOLING OF AN ELECTRONIC MODULE IN A VEHICLE

Abstract

The present disclosure relates to a system (104) and a method (400A) for reducing the uneven temperature distribution of an electrical or electronic module (108) in a vehicle (102), wherein a thermoelectric cooling mechanism with integrated sensing capabilities is used. The system (104) identifies a coolant plate area (110) as multiple cooling zones. For each cooling zone, the system (104) determines the temperature difference (ΔTTEG) between the current coolant plate temperature and an ambient temperature (ΔTTEG) and generates a sensing current value (iTEG) based on this temperature difference.The system (104) further determines a desired coolant temperature difference (ΔTcool) when the temperature difference (ΔTTEG) is below a predetermined threshold, and determines an actual value of the TECs (112) based on the updated coolant plate temperature and the desired coolant temperature difference (ΔTcool) using a TEC characteristic reference map for each cooling zone to achieve uniform cooling of the electrical or electronic module.

Description

The present disclosure relates to the field of thermal management, in particular for electrical or electronic subsystems of electric vehicles. Thermal management in electric vehicles (EVs) involves regulating the temperature of electrical and electronic devices, particularly traction batteries. In EVs, the performance, lifespan, and safety of electrical and electronic components, including traction batteries, are crucial for efficient energy storage and vehicle operation. A major challenge in thermal management is the uneven temperature distribution within electrical or electronic components (such as one or more cells of battery modules). These battery modules often consist of multiple battery cells, each of which generates heat during charging and discharging cycles, much like electrical or electronic components generate heat during operation. Uneven cooling of these electrical or electronic components can lead to an uneven temperature distribution, which can reduce the overall performance and lifespan of the component. This problem arises from the presence of a temperature gradient between the inlet and outlet sides of the liquid-cooled coolant plate. This means that electronic components near the inlet side are cooled more effectively than those located on the outlet side of the coolant flow. This temperature gradient occurs because the coolant, flowing from the inlet, absorbs heat, and its ability to absorb heat gradually decreases as it moves toward the outlet side. This results in uneven thermal stress on the electrical or electronic components, leading to uneven aging and reduced efficiency of the respective components. In a typical battery module, temperatures can range from 34.2 °C to 44.2 °C, for example, leading to inefficiencies such as reduced battery lifespan and lower energy efficiency. Many techniques have been developed to avoid the aforementioned problems. For example, patent document WO2022017775A1 describes a heat transfer body for controlling the temperature of an electrical or electronic device through which a cooling fluid can flow. The body is characterized by at least two different heat transfer coefficients (K1, K2, K3) along a principal flow direction of the channel element and by at least two different material properties. Some existing cooling solutions also include passive air cooling and liquid-based cooling. However, these existing cooling solutions do not provide precise, localized temperature control for all cells in the battery modules. In many cases, these systems are unable to effectively eliminate temperature hotspots, resulting in uneven cooling. Therefore, there is a need for a solution that addresses the uneven temperature distribution in electrical or electronic devices, especially in the traction batteries of electric vehicles. One objective of the present disclosure is to provide a system and a method for achieving a uniform temperature distribution over an electrical or electronic module in an electric vehicle, thereby reducing temperature gradients and preventing hotspots within the module. Another objective of the present disclosure is to simplify the design and implementation of an electrical or electronic subsystem by using a plurality of thermoelectric coolers (TECs) for cooling, heating and temperature sensing, thereby reducing the need for additional components and the complexity. Another objective of the present disclosure is to enable real-time monitoring and adjustment of the temperature of a coolant plate using feedback from the majority of TECs, thereby ensuring optimal thermal management at all times. Another purpose of the present disclosure is to dynamically adjust the cooling provided by the majority of TECs based on real-time temperature data and a TEC characteristic reference map, thereby ensuring efficient and effective thermal management. Aspects of the present disclosure relate to the field of thermal management systems. More specifically, the present disclosure relates to a system and a method for reducing the uneven temperature distribution in an electrical or electronic device, in particular in traction batteries in vehicles, using thermoelectric coolers (TECs). One aspect of the present disclosure relates to a system for reducing the uneven temperature distribution of an electronic module in a vehicle, wherein the system comprises: an electronic subsystem comprising a plurality of thermoelectric coolers (TECs), each TEC being configured to perform at least one of cooling, heating, and temperature sensing in a corresponding cooling zone of a plurality of cooling zones on the electronic subsystem; a coolant plate being placed between an electronic module and the plurality of TECs, the coolant plate being configured to absorb heat from a plurality of electronic components of the electronic module;and a temperature distribution control module configured to control the majority of TECs for heating and / or cooling based on a temperature sensed at the corresponding cooling zone by the majority of TECs, in order to ensure a uniform temperature distribution across each of the majority of cooling zones of the electronic subsystem. This enables more uniform cooling of the electronic modules, thereby avoiding hotspots and improving performance and reliability. In one aspect, the temperature distribution control module can be configured to identify the plurality of cooling zones on a coolant plate area of ​​the electronic module; to determine a temperature difference (ΔTTEG) between a current coolant plate temperature and an ambient temperature for each of the plurality of cooling zones; to generate a sensing current value (iTEG) based on the determined temperature difference (ΔTTEG); to recalculate an updated coolant plate temperature in real time using the TEG characteristic equation and the generated sensing current value (iTEG); and to determine a desired coolant temperature difference (ΔTkühl) based on the updated coolant plate temperature and the current coolant inlet temperature if the temperature difference is below a predetermined threshold.and to determine a TEC current value (iTEC) of the majority of TECs based on the current coolant inlet temperature and the desired coolant temperature difference (ΔTcool) in order to achieve uniform cooling of the electronic module; In one aspect, the measured current value (iTEG) can be periodically fed back into the temperature distribution control module via a feedback engine. In one aspect, the feedback engine can generate an average zone temperature for the respective coolant zones based on the determined TEC current value (iTEC), and the average zone temperature serves as a reference for recalculating the updated coolant plate temperature. In one aspect, each of the majority of cooling zones can have approximately the same temperature. In one aspect, the temperature distribution control module can be configured to assign a sequence number to the majority of TECs and, based on the sequence number of the odd TECs or the even TECs among the majority of TECs, to determine a sensing current value (iTEG) of the majority of TECs. In one aspect, the temperature distribution control module can be configured to determine the desired coolant temperature difference (ΔTcool) based on the difference between the current coolant inlet temperature and the average zone temperature. In one aspect, the temperature distribution control module can be configured to set the sensing current value (iTEG) to a maximum current value and initiate maximum cooling when the temperature difference (ΔTTEG) is above the predetermined threshold. In one aspect, the TEC characteristic equation can provide a mapping between the temperature difference (ΔTTEG), a voltage applied to the coolant plate and the TEC current value (iTEC). In one aspect, the electrical or electronic module (108) is a battery module of an electric vehicle or a hybrid electric vehicle. One aspect of the present disclosure relates to a method for reducing the uneven temperature distribution of an electronic module in a vehicle, comprising: sensing a temperature at a cooling zone from a plurality of cooling zones on a plurality of electronic components of the electronic module by an electronic subsystem via a corresponding thermoelectric cooler (TEC) from a plurality of TECs of the electronic subsystem, wherein the plurality of TECs is configured to perform at least one of cooling, heating and temperature sensing on the plurality of cooling zones; and controlling the plurality of TECs to heat and / or cool based on the temperature measured by the electronic subsystem in order to ensure a uniform temperature distribution over each of the plurality of cooling zones of the electronic subsystem.Various tasks, features, aspects and advantages of the invention will become clearer from the following detailed description of preferred embodiments together with the accompanying drawings, in which numbers represent identical components. The accompanying drawings are included to provide a further understanding of the present disclosure and are incorporated into and form part of this patent specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure. Fig. 1 illustrates an exemplary block diagram of a vehicle according to an embodiment of the present disclosure. Fig. 2 illustrates an exemplary block diagram of a temperature distribution control module of the system according to an embodiment of the present disclosure. Fig. 3A and Fig.Figure 3B illustrates exemplary block diagrams showing a bottom view of an electrical or electronic subsystem and a side view of the electrical or electronic subsystem with the placement of thermoelectric coolers (TECs) according to an embodiment of the present disclosure. Figure 4A illustrates an exemplary flowchart of a method for reducing the uneven temperature distribution of an electrical or electronic subsystem, in particular a traction battery in a vehicle, according to an embodiment of the present disclosure. Figure 4B illustrates an exemplary flowchart for implementing the proposed method according to an embodiment of the present disclosure.Figure 4C illustrates an exemplary circuit diagram representing a system for reducing the uneven temperature distribution of an electrical or electronic module, in particular the drive unit of a battery in a vehicle, according to the embodiments of the present disclosure. Figure 5 illustrates an exemplary computer system in which or with which embodiments of the system according to the embodiments of the present disclosure can be implemented. A detailed description of the embodiments of the disclosure illustrated in the accompanying drawings follows. The embodiments are described in such detail to clearly convey the disclosure. However, the intention is not to limit the foreseeable variations of embodiments by providing so much detail; on the contrary, the intention is to cover all modifications, equivalents, and alternatives that fall within the scope of the present disclosures, as defined by the accompanying claims. In one aspect, the present disclosure relates to a system and a method for reducing the uneven temperature distribution of an electrical or electronic module, such as a battery in a vehicle. The system includes an electrical or electronic subsystem. The electrical or electronic subsystem includes a plurality of thermoelectric coolers (TECs). Each of the plurality of TECs is configured to perform at least one of the following: cooling, heating, and temperature sensing in a corresponding cooling zone from a plurality of cooling zones of the electronic subsystem. The TECs perform a dual purpose of cooling / heating and sensing.The electrical or electronic subsystem further includes a coolant plate located between the electrical or electronic module and the plurality of TECs to absorb heat from a plurality of electrical or electronic components of the electrical or electronic module, and a temperature distribution control module configured to control the plurality of TECs for heating and / or cooling based on a temperature detected at the corresponding cooling zone of the plurality of cooling zones by the plurality of TECs to ensure a uniform temperature distribution over each of the plurality of cooling zones of the electrical or electronic subsystem. In another aspect, the system further identifies the plurality of cooling zones on a coolant plate area of ​​the electronic module, with each of the cooling zones having approximately the same temperature. For each of the plurality of cooling zones, the system determines a temperature difference (ΔTTEG) between a current coolant plate temperature and an ambient temperature and generates a sensing current value (iTEG) based on the determined temperature difference (ΔTTEG). The system also recalculates an updated coolant plate temperature in real time using a TEG characteristic equation and the generated sensing current value (iTEG).A desired coolant temperature difference (ΔTcool), based on the updated coolant plate temperature and the current coolant inlet temperature for each cooling zone, is determined when the temperature difference falls below a predetermined threshold. Furthermore, the system determines a TEC current value for the majority of TECs for each cooling zone based on the updated coolant plate temperature and the current coolant inlet temperature (ΔTcool) using the TEC characteristic equation to achieve a uniform temperature distribution across the electrical or electronic module. The proposed system aims to reduce the uneven temperature distribution of the electrical or electronic module, such as in the cells of the vehicle's battery module, through the use of thermally efficient heat sinks (TECs). In some embodiments, the majority of the TECs are placed in contact with the coolant plate within the electrical or electronic subsystem, which can assist in cooling, heating, and current sensing when the electrical or electronic module is exposed to a temperature gradient. By integrating the majority of TECs as an additional cooling or heating source, the system aims to mitigate the effects of uneven temperature distribution and provide dynamic thermal regulation.In particular, the majority of TECs can be strategically connected to function as coolers, heaters and thermocouples, thereby eliminating the need for additional components and improving overall thermal management. Various embodiments of the present disclosure are discussed in detail with reference to Figs. 1-5. With reference to Fig. 1, an exemplary block diagram 100 of a vehicle 102 with a system 104 configured to reduce the uneven temperature distribution of an electrical or electronic module 108 in the vehicle 102 is shown. In some embodiments, the vehicle 102 may be a two-wheeler, a four-wheeler, a car, a truck, a bus, or another type of motorized vehicle. In some embodiments, the system 104 may include a temperature distribution control module 114, which is implemented as the electronic control unit (ECU) or vehicle control unit (VCU) of the vehicle 102 (as shown in Fig. 2) and may be configured to detect electrical current when the electrical or electronic module 108 exhibits a temperature gradient. Furthermore, the system 104 may include the electrical or electronic subsystem 106, which is operationally connected to the processor 202.One or more electrical or electronic components can be contained within the electronic module 108 of the electrical or electronic subsystem 106, together with a coolant plate 110 positioned between the electrical or electronic module 108 and a plurality of TECs 112. The coolant plate 110 can be positioned above or adjacent to the electrical or electronic module 108 and configured to absorb heat from the electrical or electronic module 108. The coolant plate 110 serves as the primary medium for heat transfer and ensures that the heat generated by the plurality of electronic components / devices is efficiently dissipated. In some embodiments, the electrical or electronic module 108 can include a plurality of electrical or electronic components arranged in a specific configuration. These components can generate heat during operation, necessitating effective thermal management. The electrical or electronic subsystem 106 can include a plurality of TECs 112 arranged below the coolant plate 110 (as shown in Fig. 3B, which is a side view 300B of the electrical or electronic subsystem 106 with TEC placement). A coolant plate area of ​​the coolant plate 112, to which the TECs 112 are attached, can be identified as multiple cooling zones, each having its own set of a plurality of TECs 112, thus enabling precise temperature control within each zone.In some embodiments, the system 104 may also include the temperature distribution control module 114, which is configured to control the TECs 112. With reference to Fig. 2, an exemplary block diagram 200 of the temperature distribution control module 114 implemented in the vehicle 102 is illustrated. The temperature distribution control module 114 can be configured to manage a non-uniform temperature distribution within the electrical or electronic module / subsystem 106, which is equipped with a plurality of TECs 112. For example, there are scenarios in which the temperature gradients in the battery cells can range from, say, 34.2 °C to 44.2 °C, leading to efficiency losses. The temperature distribution control module 114 therefore maintains a uniform temperature in the battery cells by utilizing the cooling, heating, and sensing capabilities of the plurality of TECs 112. In an exemplary embodiment, the temperature of the coolant entering system 104 can differ from the temperature of the coolant exiting the system due to uneven heat absorption, which further exacerbates the cooling imbalance. Such a temperature difference between the coolant plate 110 and the temperature outside the electronic module / subsystem 106, i.e., the ambient temperature, leads to a Seebeck effect. The Seebeck effect describes a phenomenon in which a temperature difference between two different conductive materials generates an electrical potential (a voltage) between them; that is, when a temperature gradient (ΔT) is applied across the thermoelectric material, electrons move within the material from a hot side to a cold side, generating an electrical voltage difference. In one embodiment, the temperature distribution control module 114 can include one or more processors 202, which are implemented as one or more microprocessors, microcomputers, microcontrollers, edge or fog microcontrollers, digital signal processors, central processing units, logic circuits, and / or any devices that process data based on operating instructions. Among other capabilities, the one or more processors 202 can be configured to retrieve and execute computer-readable instructions stored in a memory 204 of the system 104. The memory 204 can be configured to store one or more computer-readable instructions or routines in a non-transient computer-readable storage medium, which can be retrieved and executed to perform a content narrative for the infotainment system in the vehicle.Memory 204 can include any non-volatile memory device, including, for example, volatile memory such as random access memory (RAM) or non-volatile memory such as erasable programmable read-only memory (EPROM), flash memory, and the like. In one embodiment, the system 104 may include an interface 206. The interface 206 may include a variety of interfaces, such as interfaces for data input and output devices (I / O devices), storage devices, and the like. The interface 206 may facilitate communication within the system 104. The interface 206 may also provide a communication path for one or more components of the system 104. Examples of such components include, but are not limited to, a processing engine 208 and a database 210. The database 210 may contain data that can either be stored or generated as a result of functionalities implemented by one of the components of the processor(s) 202 of the system 104. In one embodiment, the processing engine(s) 208 can be implemented as a combination of hardware and software (for example, programmable instructions) to implement one or more functionalities of the processing engine(s) 208. In the examples described herein, such combinations of hardware and software can be realized in various ways. For example, the software for the processing engine(s) 208 can consist of processor-executable instructions stored on a non-volatile, machine-readable storage medium, and the hardware for the processing engine(s) 208 can include a processing resource (for example, one or more processors) to execute such instructions. In other embodiments, the processing engine(s) 208 can be implemented by electronic circuits. In some embodiments, the processing engine 208 may include a determination engine 212, a detection engine 214, a feedback engine 216, and other engine(s) 218. The other engine(s) 218 ​​may implement functions that complement the applications / functions performed by the processor 202. The other engine(s) may include one or more components selected from a detection engine, a monitoring engine, and the like. In one embodiment, the processing engine 208 can be assigned to the one or more processor(s) 202, and the memory 204 is operationally coupled to the one or more processor(s) 202. The memory 204 can contain one or more instructions which, when executed, cause the processing engine 208 to identify the coolant plate area equipped with the plurality of TECs 112 as a plurality of cooling zones. It is assumed that the coolant plate area with the TEC placement has approximately the same temperature in each cooling zone. The plurality of TECs 112 can be strategically placed on the one or more cooling zones 302A based on a thermal map, with each cooling zone connected in series to receive the same current, as shown in Fig. 3A, which is a side view 300A of the electrical or electronic component subsystem 106 with TEC placement.The processing engine 208 can assign a sequence number to the majority of TECs 112. A layer of one or more TECs 112 can be integrated into the coolant plate 110 as an additional cooling source. In addition to the coolant plate 110, thermoelectric coolers (TECs) are integrated as active cooling sources. In particular, the odd-numbered TECs (1, 3, 5 in Fig. 3A) serve a dual purpose by acting as thermocouples, thus eliminating the need for separate temperature sensors while still providing cooling. The TECs are strategically divided into horizontal zones (302A) based on the heat map, with each zone clearly marked by dashed lines. Within each zone, the TECs are connected in series to ensure a uniform current distribution.If the temperature in a zone exceeds a predefined threshold, the controller activates the maximum current for these TECs, thus delivering maximum cooling performance and effectively mitigating thermal runaway scenarios. In one embodiment, the odd or even TECs can function as thermoelectric generators (TEGs) via the Seebeck effect, thus eliminating the need for additional thermocouples for temperature sensing. The sensing system 214 can determine the temperature difference (ΔTTEG) between the current temperature of the coolant plate and the ambient temperature and generate a sensing current value. The determination engine 212 can determine the coolant plate temperature, updated in real time, and then compare it with the reference coolant temperature and finally generate the current value (iTEC) using the TEC characteristic reference map. In some embodiments, the determining engine 212 can determine whether the temperature difference (ΔTTEG) is below a predetermined threshold. The predetermined threshold can refer to a specific temperature or temperature range above which thermal wheel spin begins. Thermal wheel spin, a dangerous condition in which the cell temperature rises uncontrollably, can be triggered by heat buildup in the cells. Thermal wheel spin events can lead to catastrophic failures, including fires or explosions. Therefore, maintaining a uniform temperature in the battery cells is essential not only for optimal vehicle performance but also for the safety of their operation. In some embodiments, the system 104 can be configured to respond dynamically to temperature changes. The feedback engine 216 can activate the TECs 112 to maximize cooling within the battery when the determination engine 212 determines that the temperature of a cell exceeds the predetermined threshold. In this way, the system 104 can prevent thermal runaway. In some embodiments, the feedback system 216 can adjust the cooling or heating provided by the majority of TECs 112 based on real-time temperature data. The calculated TEC current value (iTEC) lies within a predefined time interval configured by the system 104. Furthermore, the feedback system 216 can generate / determine an average zone temperature for the respective coolant zones based on the TEC current value (iTEC). The average zone temperature can be calculated using the average of the temperature difference (ΔTTEG) (calculated based on the updated coolant plate temperature) and the ambient temperature. The determination engine 212 can recalculate the updated coolant plate temperature with reference to the average zone temperature based on the real-time temperature difference of a given cooling zone.The determination engine 212 can calculate the TEC current value based on the updated coolant plate temperature and the current coolant inlet temperature (ΔTcool) in order to adjust the cooling or heating as needed for a uniform temperature distribution over the coolant plate 110 in the electronic module / subsystem 106. Fig. 4A illustrates a flowchart of an exemplary method 400A for reducing the uneven temperature distribution within the electrical or electronic subsystem 106 of the vehicle 102 according to the embodiments of the present disclosure. In some embodiments, the method 400A can be implemented by an electronic subsystem 106 in the vehicle 102. Referring to Fig. 4A, in step 402A, method 400A can include the detection by an electronic subsystem 106 of a temperature at a cooling zone from a plurality of cooling zones on a plurality of electronic components of the electronic module 108 by a corresponding thermoelectric cooler (TEC) from a plurality of TECs 112 of the electronic subsystem 106. The plurality of TECs 112 is configured to perform at least one of: cooling, heating, and temperature detection in the plurality of cooling zones. In step 404A, the procedure 400A can include controlling the plurality of TECs 112 for heating and / or cooling by the electronic subsystem 106 based on the detected temperature to ensure a uniform distribution of temperature over each of the plurality of cooling zones of the electronic subsystem 106. Fig. 4B illustrates an exemplary flowchart 400B, which represents the implementation of the proposed system 104 for reducing the uneven temperature distribution within the electrical or electronic subsystem 106 of a vehicle 102 according to the embodiments of the present disclosure. The blocks / steps of the flowchart 400B can be implemented by any of the processing engine 208. Referring to Fig. 4B, system 104 in step 402B can be configured to perform the temperature sensing step. The odd-numbered TECs, acting as thermoelectric generators (TEGs), can be considered for generating a sensing current value (iTEG) based on the temperature difference (ΔTTEG) between the current coolant plate temperature and the ambient temperature. In step 404B, the system 104 can use the sensing current value (iTEG) to recalculate an updated coolant plate temperature in real time for each cooling zone. In step 406B, the system can compare 104 and determine whether the temperature difference is below a predetermined threshold. The predetermined threshold applies to the application case of thermal runaway. In step 408B, system 104 can determine the desired coolant temperature difference (ΔT-cool) if the temperature difference is below the predetermined threshold. ΔT-cool can be calculated as the difference between the current coolant inlet temperature and the average zone temperature. In step 410B, the system 104 can determine the required TEC current value (iTEC) using the TEC characteristic reference map, based on the current coolant plate inlet temperature and the desired coolant temperature difference (ΔTcool). This current can then be supplied to the majority of TECs 112 to achieve the desired cooling effect. The feedback module can be used to generate an average zone temperature for the respective coolant zones based on the TEC current value (iTEG). The system 104 can dynamically adjust the cooling or heating provided by the majority of TECs 112 based on the coolant plate inlet temperature updated in real time and the calculated TEC current value (iTEC). If ΔTTEG exceeds the predetermined threshold, system 104 in step 412B can adjust the required TEC current value (iTEC) to a maximum permissible current limit, thus facilitating maximum cooling within the battery during thermal spin-out scenarios. This use case is valid only for traction battery systems. Referring to Fig. 4C, an exemplary block 400C illustrates a circuit diagram representing the system (104) for reducing the uneven temperature distribution of the electrical or electronic module in the vehicle 102. The system 104 can calculate the desired coolant temperature difference (ΔTcool) 452C, taking the current coolant plate inlet temperature 450C as a reference. The comparison system 104 can compare the desired coolant plate temperature with the reference characteristic and send the required current 454C to the TEC 112. In some embodiments, the system 104 can adjust the cooling or heating provided by the TECs 112 based on real-time temperature data. The calculated TEC current value (iTEG) 454C can be passed through a feedback engine 114 (as shown in Fig. 4C) at a predefined time interval configured by the system 104. Furthermore, the system 104 can generate an average zone temperature 456C for the respective coolant zones based on the TEC current value (iTEC) 454C. The average zone temperature 456C can be calculated using the average of the temperature difference (ΔTTEG) (calculated based on the updated coolant plate temperature) and the ambient temperature. The current coolant plate inlet temperature 450C can serve as a reference for recalculating the desired coolant temperature difference 452C (ΔTcool).The system 104 can calculate the TEC current value based on the desired coolant temperature difference (ΔTcool) 452C and the TEC reference characteristic for a uniform temperature distribution across the coolant zones. With reference to Fig. 5, the block diagram represents a computer system 500 comprising an external storage device 510, a bus 520, main memory 530, read-only memory 540, mass storage device 550, a communication port 560, and a processor 570. A person skilled in the art will understand that the computer system 500 may include more than one processor 570 and communication ports 560. The processor 570 may include various modules, which are associated with embodiments of the present disclosure. The communication port 560 may be any port of a recommended standard 232 for a modem-based dial-up connection, a 10 / 100 Ethernet port, a Gigabit or 10 Gigabit port using copper or fiber optic cable, a serial port, a parallel port, or any other existing or future port.The communication port 560 can be selected depending on the network, such as a local area network (LAN), a wide area network (WAN), or any other network to which the computer system 500 is connected. In one embodiment, the memory 530 can be RAM or any other dynamic storage device generally known in the prior art. The read-only memory (ROM) 540 can be any static storage device(s), e.g., but not limited to, a programmable read-only memory (PROM) chip for storing static information. The mass storage device 550 can be any current or future mass storage solution that can be used to store information and / or instructions. Exemplary mass storage solutions include Parallel Advanced Technology Attachment (PATA) or Serial Advanced Technology Attachment (SATA) hard disk drives or solid-state drives (internal or external, e.g.,with Universal Serial Bus (USB) and / or Firewire interfaces), one or more optical disks, Redundant Array of Independent Disks (RAID) storage, e.g. an array of hard disks (e.g. SATA arrays), but are not limited to. In one embodiment, the bus 520 communicatively couples the processor(s) 570 with the other memory, secondary storage, and communication blocks. The bus 520 can be, for example, a Peripheral Component Interconnect (PCI) / PCI-Extended (PCI-X) bus, a Small Computer System Interface (SCSI), a USB bus, or the like, to connect expansion cards, drives, and other subsystems, as well as other buses, such as a Front Side Bus (FSB) that connects the processor 570 to the computer system 500. In another embodiment, operator and management interfaces, such as a display, a keyboard, and a cursor control device, can also be coupled to the bus 520 to support direct operator interaction with the computer system 500. Other operator and management interfaces can be provided via network connections made through the communication port 560. In some embodiments, the external storage device 510 can be any type of external hard disk drive, floppy disk drive, Compact Disc - Read Only Memory (CD-ROM), Compact Disc - Re-Writable (CD-RW), or Digital Video Disc - Read Only Memory (DVD-ROM). The components described above are given only as examples of various possibilities. The exemplary computer system 500 mentioned above is not intended to limit the scope of this disclosure in any way. While the foregoing describes various embodiments of the present disclosure, other and further embodiments of the present disclosure may be formulated without deviating from its fundamental scope. The scope of the present disclosure is determined by the claims that follow. The present disclosure is not limited to the described embodiments, variants, or examples, which are included to enable a person skilled in the art to manufacture and use the present disclosure when combined with the information and knowledge available to such a person. The present disclosure enables continuous monitoring and adjustment of the temperature of the coolant plate to ensure optimal thermal management in a vehicle battery. The present disclosure ensures that the cooling is distributed evenly over the electrical or electronic module by calculating and adjusting the cooling temperature for each zone. The present disclosure simplifies the system design by using thermoelectric coolers (TECs) for cooling, heating and temperature sensing, so that no additional thermocouples are required. The present disclosure provides a dynamic and efficient cooling solution. Through the use of feedback mechanisms and TECs, the system can adapt to temperature conditions in real time. The present disclosure maintains a constant and ideal temperature under the majority of electrical or electronic components and maximizes the lifespan and performance of the electrical or electronic components, thereby improving the overall efficiency of the vehicle. QUOTES INCLUDED IN THE DESCRIPTION This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature WO 2022017775A1

[0005]

Claims

System (104) for reducing the uneven temperature distribution of an electrical or electronic module (108) in a vehicle (102), wherein the system (104) comprises: an electrical or electronic subsystem (106) comprising: a plurality of thermoelectric coolers (TECs) (112), each TEC being configured to perform at least one of the following: cooling, heating, and temperature sensing in a corresponding cooling zone from a plurality of cooling zones of the electrical or electronic subsystem (106); a coolant plate (110) being placed between an electrical or electronic module (108) and the plurality of TECs (112), the coolant plate (110) being configured to absorb heat from a plurality of electrical or electronic components of the electrical or electronic module (108);and a temperature distribution control module (114) configured to control the plurality of TECs (112) for heating and / or cooling based on a temperature detected at the corresponding cooling zone of the plurality of cooling zones by the plurality of TECs (112) to ensure a uniform temperature distribution over each of the plurality of cooling zones of the electrical or electronic subsystem (106). System (104) according to claim 1, wherein the temperature distribution control module (114) is configured to: identify the plurality of cooling zones on a coolant plate area of ​​the electronic module (108); for each plurality of cooling zones, determine a temperature difference (ΔTTEG) between a current temperature of the coolant plate and an ambient temperature; generate a sensing current value (iTEG) based on the determined temperature difference (ΔTTEG); recalculate in real time an updated coolant plate temperature using the TEG characteristic equation and the generated sensing current value (iTEG); determine a desired coolant temperature difference (ΔTcool) based on the updated coolant plate temperature and the current coolant inlet temperature when the temperature difference is below a predetermined threshold;and determining a TEC current value (iTEC) of the majority of TECs based on the current coolant inlet temperature and the desired coolant temperature difference (ΔTcool) to achieve uniform cooling of the electrical or electronic module (108). System (104) according to claim 2, wherein the sensing current value (iTEG) is periodically fed back into the temperature distribution control module (114) by a feedback engine (216), and wherein the feedback engine (216) generates an average zone temperature for the respective coolant zones based on the determined TEC current value (iTEC), and wherein the average zone temperature serves as a reference for the recalculation of the updated coolant plate temperature. System (104) according to claim 1, wherein each of the plurality of cooling zones has approximately the same temperature. System (104) according to claim 1, wherein the temperature distribution control module (114) is configured to assign a sequence number to the plurality of TECs (112) and to determine the sensing current value (iTEG) of the plurality of TECs based on the sequence number of the odd TECs or the even TECs among the plurality of TECs (112). System (104) according to claim 1, temperature distribution control module (114) is configured to determine the desired coolant temperature difference (ΔTcool) based on the difference between the current coolant inlet temperature and the average zone temperature. System (104) according to claim 1, wherein the temperature distribution control module (114) is configured to set the sensing current value (iTEG) to a maximum current value and initiate maximum cooling when the temperature difference (ΔTTEG) is above the predetermined threshold. System (104) according to claim 1, wherein the TEC characteristic equation provides a mapping between the temperature difference (ΔTTEG), a voltage applied to the coolant plate and the TEC current value (iTEC). System (104) according to claim 1, wherein the electrical or electronic module (108) is a battery module of an electric vehicle or a hybrid electric vehicle. Method (400A) for reducing the uneven temperature distribution of an electrical or electronic module (108) in a vehicle (102), comprising: sensing by an electronic subsystem (106) a temperature at a cooling zone from a plurality of cooling zones on a plurality of electronic components of the electronic module (108) by means of a corresponding thermoelectric cooler (TEC) from a plurality of TECs (112) of the electronic subsystem (106), wherein the plurality of TECs (112) are configured to perform at least one of: cooling, heating and temperature sensing in the plurality of cooling zones; and controlling the plurality of TECs (112) to heat and / or cool by the electronic subsystem (106) based on the sensed temperature, in order to ensure a uniform temperature distribution over each of the plurality of cooling zones of the electrical or electronic subsystem (106).

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