Abstract:
Thermoelectric modules are disposed to be connected to a vehicle coolant system and to an air handling system to provide localized climate control and passenger compartment climate control. Vehicle coolant acts as a heat sink in cooling mode and a heat source in heating mode in embodiments. A system controller in embodiments is disposed to monitor an input for a signal that a monitored climate characteristic has departed from a predefined range of values.

Description:
BACKGROUND OF THE INVENTION 
       [0001]    The subject matter disclosed herein relates to heating, ventilation, and cooling (HVAC) or climate control systems, and in particular to climate control systems for vehicles employing distributed thermoelectric modules. 
         [0002]    Climate control systems are used with vehicles to provide heating or cooling to maintain an interior passenger compartment at a desired temperature while the vehicle is in use. Traditionally, climate control systems involved a separate heating system and cooling system. The heating system absorbed latent heat produced by the vehicle such as the vehicle&#39;s internal combustion engine for example. Air ducts transfer the latent heat from a central location, such as a heater core for example, to vents in the passenger compartment. Cooling systems have typically used a thermodynamic refrigeration cycle that moved a working fluid between a compressor, an evaporator and a condenser to absorb heat from ventilation air. The cooled air was then transferred to the passenger compartment vents from a centralized evaporator through air ducts. Generally with these types of systems the temperature control of the passenger compartment was limited to a single temperature setting since there is a single source of heating or cooling. 
         [0003]    The air ducts, vents, heating lines and refrigeration lines occupy a considerable amount of space in the vehicle, therefore the configuration is not easily modifiable due to the potential interferences with other vehicle components. Where the manufacturer provided vehicles to different markets with different requirements, such as placing the drivers wheel on the right versus the left side of the vehicle for example, the different designs for the climate control system were needed. Thus, the incurred increased investment and operating expenses in maintaining multiple designs. 
         [0004]    Further, while traditional climate control systems worked well with vehicles having internal combustion engines, issues arise with vehicles having advanced propulsion systems, such as, for example, direct injection gasoline/diesel internal combustion engines (ICEs), hybrid electric/ICE, fuel cell and electric powered. These vehicles may have no or insufficient waste heat to be used for heating the passenger compartment of a vehicle. Resistance heating in such vehicles is generally less efficient than desired to optimize fuel/charge consumption and only provides heat. Electrically powered conventional air conditioning systems are also less efficient than desired and lead to less than optimal power consumption. 
         [0005]    Accordingly, while existing vehicle climate control systems are suitable for their intended purpose, there remains a need for improvements in providing passenger compartment climate control that may be sized appropriately for the vehicle, is independent of the type of propulsion system used, and is more energy efficient. 
       BRIEF DESCRIPTION OF THE INVENTION 
       [0006]    According to one aspect of the invention, a thermoelectric climate control module for use in a distributed thermoelectric climate control system is provided. The module includes a housing with a thermoelectric element. A conduit is arranged in thermal communication with a first side of the thermoelectric element, the conduit having a respective first port through the housing and a respective second port through the housing. A passage is arranged in thermal communication with a second side of the thermoelectric element, the passage being disposed in fluid communication with the housing. 
         [0007]    According to another aspect of the invention, a climate control system is provided. The climate control system includes a plurality of thermoelectric modules fluidly connected to a compartment of a vehicle and to a coolant supply. Each thermoelectric module includes a thermoelectric element. A coolant tube is arranged in thermal communication with a first side of the thermoelectric element and thermally connected to the coolant supply. An air conduit is arranged in thermal communication with a second side of the thermoelectric element and fluidly connected to the compartment. A controller is coupled for communication with each of the plurality of thermoelectric modules, the system controller including a processor responsive to executable computer instructions when executed on the processor. The controller executes a method including monitoring a first input for a first signal from at least one first sensor disposed to monitor a respective climate characteristic. The method further includes a first action of the at least one thermoelectric module is initiated when a respective monitored climate characteristic departs from a desired range. 
         [0008]    According to yet another aspect of the invention, a climate control system for a passenger compartment of a vehicle is provided. The climate control system includes a radiator and a fluid loop fluidly coupled to the radiator. A first thermoelectric module having a first thermoelectric device thermally coupled to the fluid loop and a first heat exchanger thermally coupled to the first thermoelectric device. A first conduit is disposed in fluid communication with the first heat exchanger. 
         [0009]    These and other advantages and features will become more apparent from the following description taken in conjunction with the drawings. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWING 
         [0010]    The subject matter, which is regarded as the invention, is particularly pointed out and distinctly claimed in the claims at the conclusion of the specification. The foregoing and other features, and advantages of the invention are apparent from the following detailed description taken in conjunction with the accompanying drawings in which: 
           [0011]      FIG. 1  is a schematic illustration of a thermoelectric module according to embodiments disclosed herein; 
           [0012]      FIG. 2  is a schematic illustration of a thermoelectric module according to another embodiment disclosed herein; 
           [0013]      FIG. 3A  is a schematic illustration of a thermoelectric module for defrosting or defogging a window according to embodiments disclosed herein; 
           [0014]      FIG. 3B  is a schematic illustration of another thermoelectric module for defrosting or defogging a window according to embodiments disclosed herein; 
           [0015]      FIG. 4  is a schematic illustration of a climate control system according to embodiments disclosed herein; 
           [0016]      FIG. 5  is a schematic illustration of a climate control system according to another embodiment disclosed herein; 
           [0017]      FIG. 6  is a plan view illustration of a vent with local temperature control according to an embodiment disclosed herein; and, 
           [0018]      FIG. 7  is a flow diagram illustration of a method of operating a climate control system according to an embodiment disclosed herein. 
       
    
    
       [0019]    The detailed description explains embodiments of the invention, together with advantages and features, by way of example with reference to the drawings. 
       DETAILED DESCRIPTION OF THE INVENTION 
       [0020]    Embodiments as disclosed herein provide a distributed thermoelectric HVAC (TEHVAC) system that offers advantages in enhanced efficiency, compact size, modularity, ease of installation, and improved quality, reliability, and durability. The embodiments provided herein may also enable distinctive passenger/interior compartment styling; accommodate left &amp; right hand drive vehicles with low cost tooling for ducts; enable individual temperature control at each vent; require less power per than a central HVAC system; reduced noise, vibration, and harshness; and improved fuel economy. 
         [0021]      FIG. 1  shows an example of a thermoelectric (TE) module  100  that can be used in a TEHVAC system  102  according to an embodiment as disclosed herein. In the example shown, at least one thermoelectric device  104  provides heating, cooling, and ventilation at a respective desired location  106 . For example, in embodiments installed in a passenger car, a thermoelectric module  100  is installed to enable temperature control in a passenger compartment. 
         [0022]    The thermoelectric device  104  uses a thermoelectric effect to allow the direct conversion of electric voltage to create temperature differences between opposite sides of the device  104 . The sign or direction of the applied voltage determines the direction of heat transfer. Therefore, the thermoelectric device  104  may be used for either heating or cooling. 
         [0023]    The TE module  100  also includes a coolant tube  108  thermally coupled to one side of the thermoelectric device. As will be discussed in more detail below, the coolant tube  108  is arranged to absorb heat from the thermo electric device  104  during a cooling mode. In one embodiment, the coolant tube forms a single fluid loop that couples multiple TE modules  100 . Opposite the coolant tube  108 , a heat sink or heat distribution device  110  is thermally coupled to the thermo electric device  104 . One or more heat exchangers  112 , such as fins or plates for example, are coupled to the heat distribution device  1   10 . The heat distribution device  110  and heat exchangers  112  cooperate to transfer thermal energy to and from a ventilation area, such as an air conduit or duct  114  for example. 
         [0024]    In the embodiment illustrated in  FIG. 1 , air is moved through a passage formed by the duct  114  in the direction indicated by arrow  118  and past the heat exchanger  112  by a fan  116 . The air exits the duct  114  through a vent (not shown) and is transferred into the area  106  where the temperature is being controlled, such as a passenger/interior compartment of a vehicle for example. It should be appreciated that when the TE module  100  is in a cooling mode, thermal energy is transferred from the air to the cooling tube  108 . Conversely, when the TE module  100  is in heating mode, thermal energy is transferred through the thermoelectric device  104  to the air. Further, the duct  114  may be arranged to flow air from within a vehicle passenger compartment (recirculation mode) or from a location outside the vehicle. 
         [0025]    Another embodiment of the TE module  100  is shown in  FIG. 2 . In this embodiment, the TE module  100  includes a housing  120 . The housing  120  is adapted to fit within, or be coupled inline with the duct  114  ( FIG. 1 ). In this configuration, the ends of the housing  120  are open to allow air to flow from the duct  114  through the housing  120  and then back into the duct  114  where it is transferred to the area  106  ( FIG. 1 ). In the exemplary embodiment, the duct  114  is insulated to minimize the loss or gain of thermal energy of air in the duct  114  between the housing  120  and the area  106 . The housing  120  also includes an inlet port  122  and an outlet port  124 . The inlet port  122  is sized to allow a conduit  126  to enter the housing  120  and couple to the cooling tube  128 . Similarly, the outlet port  124  is sized to allow a conduit  130  to couple to the cooling tube  128 . In one embodiment, the cooling tube  128  and the conduits  126 ,  130  are a single conduit, such as a u-shaped conduit for example. As will be discussed in more detail below, the conduits  126 ,  130  couple to a heat exchanger ( FIG. 4 ) to dissipate thermal energy absorbed from the heat exchangers  136  when in cooling mode. 
         [0026]    Thermally coupled to the cooling tube  128  within the housing  120  is a thermoelectric device  132 . The thermoelectric device  132  includes a pair of electrical connections  138 ,  140  that are arranged to reversibly apply a voltage across the thermoelectric device  132  to induce a temperature difference across the device  132 . A heat transfer device  134 , such as a heat sink for example, is thermally coupled to one side of the thermoelectric device  132  opposite the cooling tube  128 . A heat exchanger  136  is thermally coupled to heat transfer device  134 . In one embodiment, the heat exchanger  136  includes a plurality of fins or plates. In another embodiment, the heat exchanger  136  and the heat transfer device  134  are integrated into a single unitary device. 
         [0027]    The TE module  100  may also include a drain or condenser tube  142 . The condenser tube  142  is fluidly coupled to the interior of the housing  120  to provide a path for egress of water from housing  120  of water that may condense on the heat exchanger  136 , the heat transfer device  134 , the thermoelectric device  132  or the cooling tube  128 . In one embodiment, the housing  120  includes a sloped surface (not shown) that encourages accumulated water to flow into the condenser tube  142 . 
         [0028]    Another embodiment of a TE module  144  for use with deicing, defrosting or defogging windows is shown in  FIG. 3A . In this embodiment, the TE module  144  includes a housing  146 . The housing  146  is adapted to couple with a conduit, such as conduit  114  ( FIG. 1 ) for example, such that air from the conduit  114  flows through the interior of the housing  146  before being transferred to the area  106  ( FIG. 1 ). Similar to the embodiment described above, the housing  146  includes an inlet port  148  and an outlet port  150 . The ports  148 ,  150  allow conduits  154 ,  156  to couple with cooling tube  152 . In one embodiment, the conduits  154 ,  156  and the cooling tube  152  are a single integrated conduit, such as a u-shaped conduit for example. 
         [0029]    When defrosting or defogging a window, it is desirable to use dry air, meaning air with a low humidity level. To achieve air with the desired properties, the TE module  144  includes a first thermoelectric device  158  and a second thermoelectric device  160 . The thermoelectric devices  158 ,  160  are thermally coupled to the cooling tube  152 . 
         [0030]    The first thermoelectric device  158  is coupled to a first heat exchanger  164  by a heat sink or first heat transfer device  162 . Similarly, the second thermoelectric device  160  is coupled to a second heat exchanger  166  by a heat sink or second heat transfer device  168 . The first heat exchanger  164  and the second heat exchanger  166  may be positioned in a stacked arrangement as shown in  FIG. 3A , or alternatively, in a linear arrangement wherein the air from the conduit  114  ( FIG. 1 ) passes through/over the first heat exchanger  164  before the second heat exchanger  164 . A drain or condensation line  170  is coupled to the housing  146  to allow the removal of water that may accumulate due to condensation on the heat exchangers  162 ,  166 . 
         [0031]    During operation, the TE module  144  first dehumidifies the air received from conduit  114  by absorbing heat from the air with heat exchanger  164 . In one embodiment, this is achieved by operating the thermoelectric device  158  in a cooling mode which creates a temperature differential across the thermoelectric device  158  resulting in a temperature at the interface of the heat transfer device  162  that is colder than the interface with the cooling tube  152 . This allows the absorption of heat from the first heat transfer device  162  and the heat exchanger  164 . Once the temperature of the first heat exchanger  164  is below the dew point of the air, moisture in the air will condense into liquid form on the first heat exchanger  164 . It should be appreciated that this condensation process has the effect of lowering the humidity of the air. The condensed water flows under the influence of gravity to the bottom of the housing  146  where it is drained via condensation line  170 . 
         [0032]    After the air is dried by the first heat exchanger  164 , the air passes through/over the second heat exchanger  166 . Since the temperature of the air needs to be warm, at least above 32° F. (0° C.). In order to raise the temperature of the air, the second heat exchanger  166  is heated by operating the second thermoelectric device  160  in a heating mode. When in the heating mode, a temperature differential across the second thermoelectric device  160  is configured with the temperature of the second heat transfer device  168  being higher than the interface of the cooling tube  152 . This allows the conduction of thermal energy into the second heat transfer device  168  and the second heat exchanger  166 . With the air heated by the second heat exchanger  166 , the air may then be transferred to the area  106  ( FIG. 1 ), such as a windshield for example, to either defrost or defog the window. 
         [0033]    It should be appreciated that the embodiment of  FIG. 3A  may also be operated to simultaneously use both of the thermoelectric devices  158 ,  160  in a heating mode, or a cooling mode to provide additional capacity to the TE module  144 . 
         [0034]    Another embodiment of a TE module  145  is illustrated in  FIG. 3B . The TE module  145  is similar to the embodiment of  FIG. 3A  in that it may be used to defrost or defog a window. The TE module  145  includes a housing  147  that is adapted to couple with a conduit, such as conduit  114  ( FIG. 1 ) for example, such that air from the conduit  114  ( FIG. 1 ) flows through the interior of the housing  147  before being transferred to the area  106  ( FIG. 1 ). In one embodiment, the housing  147  and the conduit  114  are a single, integral component with the TE module arranged therein. 
         [0035]    Within the housing is positioned a thermoelectric device  149  coupled to a first heat exchanger  151  and second heat exchanger  153  by heat transfer devices  155 ,  157  respectively. The heat transfer devices  155 ,  157  are thermally coupled to opposite sides of the thermoelectric device  149  to allow transfer of thermal energy from one heat exchanger to the other. As such, unlike the embodiments discussed above, in this embodiment, no cooling tube is used. 
         [0036]    To provide defrosting or defogging operation, the thermoelectric device  149  is operated with one heat exchanger, such as heat exchanger  153  for example, in a cooling mode and the other heat exchanger, such as heat exchanger  151  for example, in a heating mode. It should be appreciated that when operated in this manner, the thermoelectric device  149  causes the temperature of the cooling mode heat exchanger to decrease while simultaneously increasing the temperature of the heating mode heat exchanger. As discussed above, once the temperature of the cooling mode heat exchanger (e.g. heat exchanger  153 ) is below the dew point of the air passing through the housing  147 , water from the air will condense on the cooling mode heat exchanger. Similar to the embodiments above, a condensation line  159  is provided to allow removal of the condensed water. It should be appreciated that this condensation process has the effect of lowering the humidity of the air. 
         [0037]    The heat removed from the cooling mode heat exchanger is transferred to the heat mode heat exchanger (e.g. heat exchanger  151 ). This increases the temperature of the heat mode heat exchanger allowing the air passing through/over the heat mode heat exchanger to be warmed. This dehumidified and heated air is then delivered to the area  106  ( FIG. 1 ), such as a front or rear windshield for example, to defrost or defog a window. 
         [0038]    It should be appreciated that the housings  120 ,  146 ,  147  are sized to be adapted to a vehicle vent conduit. The cross sectional area of the housing would be sized based on a number of factors, such as required discharge temperatures, amount of air flow from the housing, velocity of the air leaving the housing, and pressure drop in the housing for example. Since these vent conduits are typically positioned in locations where there are limitations on over all size, such as a vehicle dashboard, a center console or a door panel for example, the housings  120 ,  146  generally have a relatively small cross sectional area, such as 6 in 2  (39 cm 2 ) for example. However, this is for exemplary purposes only, and the claimed invention should not be so limited. This size parameter along with other features described in more detail below provides advantages in that the TE modules  100 ,  144 ,  145  may be arranged or distributed throughout the interior/passenger compartment of a vehicle, placing the heating and cooling functionality where it is desired, without the numerous restraints of existing designs that typically have a single heating source (e.g. a heater core) and a single cooling source (e.g. an evaporator). 
         [0039]    Referring now to  FIG. 4 , another embodiment of a distributed climate control system  172  is illustrated. The climate control system  172  may include a passenger/ interior module  174 A, side-window-door (“SWD”) module  174 B, defrost module  174 C, floor module  174 D and rear occupant module  174 E (the modules  174 A- 174 E collectively referred to herein as “modules  174 ”). Each of the modules includes at least one thermoelectric device, such as thermoelectric devices  132 ,  149 ,  158 ,  160  discussed above ( FIG. 2 ,  FIG. 3A ,  FIG. 3B ). The modules  174  are fluidly coupled to a single fluid loop  184 . As will be discussed in more detail below, the loop  184  circulates a working fluid, such as automotive coolant (e.g. ethylene glycol, diethylene glycol, or propylene glycol), water or air for example, from a radiator  186  to each of the modules  174  to either remove thermal energy or provide thermal energy to each of the modules  174  based on their mode of operation. 
         [0040]    The modules  174  may have different ratings based upon their thermal output. For example, SWD modules  174 B may have a rating of 0.5 kilowatts, while the passenger/interior modules  174 A may range from 1 kilowatt to 2.5 kilowatts, while the floor modules  174 D and rear occupant modules  174 E may range from 2 kilowatts to 3 kilowatts. The defrost modules  174 C may have a rating of 1 kilowatt to 1.5 kilowatts for the dehumidifying thermoelectric device  158  and a 3 kilowatt to 4 kilowatt rating for the heater thermoelectric device  160 , for example. It should be appreciated that the module  174  rating is based on the intended function and the size of the area being heated and cooled by a module  174 . 
         [0041]    The fluid loop  184  connects each of the outlets in series to the radiator  186 . The fluid loop  184  includes an optional heat exchanger  188  that is thermally coupled to heat generating components  190 , such as an internal combustion engine, power electronics, electric motors or fuel cell stacks for example. The heat exchanger  188  transfers thermal energy from the heat generating components  190  to the fluid loop  184 . The fluid loop  184  shown in  FIG. 4  is in a parallel flow loop configuration. It should be appreciated that the coolant loop may be arranged in other configurations, such as a series flow or a combination of series and parallel flow paths for example, depending on the system size and the desired thermal energy flows. This thermal energy is either dissipated by the radiator  186 , such as by using a fan  194  to move air across coils for example, or transferred to the modules  174  to assist the thermoelectric devices  132 ,  152 ,  158  during heating mode. In one embodiment, the fluid loop  184  includes a three-way valve  192  that allows the flow of the working fluid to bypass the radiator  186 . A check valve  196  prevents the reversal of flow in the loop  184 . 
         [0042]    Each of the modules  174  also includes a drain or condensation line  198  as described above. The condensation lines of closely located modules  174  may be grouped together into a single condensation line  200  for the modules  174 A, the SWD modules  174 B and defrost module  174 C, a single condensation line  202  for the floor modules  174 D and rear occupant modules  174 E. 
         [0043]    In one embodiment, the climate control system  172  also includes a vehicle air handling system having an air conduit or duct  204  that fluidly connects a fan or blower  206  to each of the modules  174 . Opposite the blower  206  a switch or door  208  is provided that allows the air to be drawn from either the ambient environment or from the interior passenger compartment. A plenum  210  is fluidly coupled to the door  208  to maintain a positive pressure on the blower  206 . In another embodiment, each module  174  has an individual vent duct  204  with an individual blower  206 . 
         [0044]    Another embodiment of a climate control system  212  for a vehicle is illustrated in  FIG. 5 . In this embodiment, a passenger/interior compartment  214  includes a plurality of seats, such as a driver seat  216 , a front passenger seat  218 , and rear occupant seats  220 . In one embodiment, a center console  221  is arranged between the driver seat  216  and the front passenger seat  218 . The passenger compartment  214  also includes a user interface  222  arranged adjacent the driver seat  216  and the passenger seat  218 , such as in the vehicles dashboard  215 . The user interface  222  is coupled to transmit and receive signals from a controller  224 . 
         [0045]    The climate control system  212  includes a plurality of thermoelectric modules  174  distributed about and fluidly coupled to the passenger/interior compartment  214 . The thermoelectric modules  174  may all be identical, or may include different types or sizes of thermoelectric modules, such as those described with respect to the embodiment of  FIG. 4 . Each of the thermoelectric modules  174  is associated with a vent  228  that allows conditioned air, such as warm, cold or dehumidified air for example, to be transferred into the passenger/interior compartment  214 . The thermoelectric modules  174  may be connected to the vents  228  by a conduit for example. In other embodiments, the thermoelectric modules  174  and vents  228  are integrated into a single component. It should be appreciated that in some embodiments, the thermoelectric modules, such as modules  174 , such as module  175  for example, may be installed in a vehicle seat, such as seat  220  for example. 
         [0046]    Each of the thermoelectric modules  174  is coupled to transmit signals to the controller  224  via data transmission media  240 . Data transmission media  240  includes, but is not limited to, twisted pair wiring, coaxial cable, and fiber optic cable. Data transmission media  240  also includes, but is not limited to, wireless, radio and infrared signal transmission systems. In the embodiment shown in  FIG. 5 , transmission media  240  couples controller  224  to thermoelectric modules  174 , climate sensor  230  and occupant sensors  232 ,  234 ,  236 . Controller  224  is configured to provide operating signals to these components and to receive data from these components via data transmission media  240 . 
         [0047]    The climate control system  212  also includes one or more sensors, such as but not limited to climate sensor  230 , driver sensor  232 , passenger sensor  234  and rear occupant sensors  236 . In the exemplary embodiment, the climate sensor  230  measures a climate characteristic, such as temperature or humidity for example. The sensors  230 ,  232 ,  234 ,  236  are coupled to transmit signals to the controller  224 . The driver sensor  232 , passenger sensor  234 , and rear occupant sensors  236  detect the presence of a person occupying the seat the sensor is associated with. The controller  224  may use the signal from sensors  232 ,  234 ,  236  to determine whether to activate one or more thermoelectric devices  174  that direct conditioned air to this portion of the passenger/interior compartment  214  for example. The controller  224  may further compare the signal from sensor  230  against a set point to determine whether additional heating or cooling is desired. 
         [0048]    It should be appreciated that in some embodiments, the climate control system  212  may include multiple temperature sensors  230  distributed within the passenger/interior compartment  214 . In these embodiments, the temperature sensors  230  provide feedback to the controller  224  and the controller  224  adjusts the operation of the thermoelectric modules  174  to maintain desired temperatures. Further, in some embodiments, the sensors  232 ,  234 ,  236  may be integral with an air bag or a seat belt sensor. 
         [0049]    The controller  224  includes a computer processor that receives the signal from a sensor, such as sensor  230  and that is in communication with a computer readable storage medium containing computer executable instruction, such as executable computer code. Additionally, the computer processor may be in communication with one or more storage devices, such as random access memory, nonvolatile memory, or read-only memory for example. Further, in some embodiments, the controller  224  also provides additional functionality to assist the operation of the vehicle, including but not limited to ignition control, transmission control, power distribution, antilock braking systems, and instrument panel control for example. 
         [0050]    Therefore, controller  224  can be a microprocessor, microcomputer, a minicomputer, an optical computer, a board computer, a complex instruction set computer, an ASIC (application specific integrated circuit), a reduced instruction set computer, an analog computer, a digital computer, a molecular computer, a quantum computer, a cellular computer, a superconducting computer, a supercomputer, a solid-state computer, a single-board computer, a buffered computer, a computer network, a desktop computer, a laptop computer, or a hybrid of any of the foregoing. 
         [0051]    The controller  224  may also be in communication with one or more devices, including, but not limited to, an indicator (not shown), such as a light on a dashboard, a user interface  222  having a display  238  and a communications system, such as a cellular or satellite communications medium for example. 
         [0052]    In general, controller  224  accepts data from sensors  230 , is given certain instructions for the purpose of comparing the data from sensor  230  to predetermined operational parameters. Controller  224  provides operating signals to thermoelectric modules  174 . Controller  224  also accepts data from sensors  232 ,  234 ,  236 , indicating, for example, whether the where occupants are present in the passenger/interior compartment  214 . The controller  224  compares the operational parameters to predetermined variances (e.g. low temperature, high temperature) and if the predetermined variance is exceeded, generates a signal that may be used to change operational parameters of the thermoelectric modules  174  or to indicate an alarm to a driver. Additionally, the signal may initiate other control methods that adapt the operation of the climate control system  212  such as changing the operational state of one or more thermoelectric devices to compensate for the out of variance operating parameter. For example, if sensor  236  does not detect the presence of an occupant, the thermoelectric modules  174 E that direct air into the rear portion of the passenger/interior compartment  214  may be deactivated. This provides the advantage of reducing the energy requirements of the climate control system  212  by operating the thermoelectric modules  174  where occupants are present. 
         [0053]    The computer program code is written in computer instructions executable by the controller  224 , such as in the form of software encoded in any programming language. Examples of suitable programming languages include, but are not limited to, assembly language, VHDL (Verilog Hardware Description Language), Very High Speed IC Hardware Description Language (VHSIC HDL), FORTRAN (Formula Translation), C, C++, C#, Java, ALGOL (Algorithmic Language), BASIC (Beginner All-Purpose Symbolic Instruction Code), APL (A Programming Language), ActiveX, HTML (HyperText Markup Language), XML (eXtensible Markup Language), and any combination or derivative of one or more of these. 
         [0054]    In one embodiment, the user interface  222  includes a display  238 , such as a liquid crystal display (LCD), organic light emitting diode (OLED), or cathode ray tube (CRT), or other type of display as may be used with computer systems and user interfaces. The user interface  222  may also produce an audible indicator in the interior of the vehicle, such as via the sound generating system, and/or provide information such as the in-car entertainment system for example, via the display  228  or a sound generating system. 
         [0055]    In another embodiment, the user interface  222  may be integrated into the vents  228  as illustrated in  FIG. 6 . In this embodiment, the vent  228  includes an outlet  242  that includes openings  244 , which allow the conditioned air from the thermoelectric modules  174  to enter into the passenger/interior compartment  214 . The vent  228  further includes an interface  246  that allows the operator to indicate the desired temperature from the vent  228 . In one embodiment, the interface  246  includes a display  248 , such as a light emitting diode (LED) for example, and buttons  250 ,  252 . The operation of the thermoelectric device  226  associated with the vent  228 , is adjusted by actuating the buttons  250 ,  252  to the desired temperature. The control of the thermoelectric modules  174  may be from the controller  222  as discussed above, or may be controlled directly by the interface  246 . In some embodiments, the vent  228  may also include a temperature sensor (not shown) to provide direct feedback control to the thermoelectric modules  174 . 
         [0056]    During operation, the operator, such as a driver for example, indicates a desired temperature, such as with the user interface  222  for example. The desired temperature is transmitted to the controller  224 , which executes one or more climate control system methods  254  as illustrated in  FIG. 7 . The method  254  starts in block  256  and proceeds to block  258  where the desired temperature, T desired  is received. The method  254  then proceeds to block  260  where the measured temperature (T actual ) is compared against the desired temperature, T desired . If the query block  260  returns a positive, meaning the desired temperature (T desired ) is higher than the measured temperature (T actual ), the method  254  proceeds to heating mode  262  where the thermoelectric modules  174  are configured to increase the temperature of the passenger/interior compartment  214 . 
         [0057]    If the query block  260  returns a negative, meaning that the desired temperature (T desired ) is below the measured temperature (T actual ), the method  254  proceeds to cooling mode  264  where the thermoelectric modules  174  are configured to decrease the temperature of the passenger/interior compartment  214 . The method  254  periodically samples the air in the passenger/interior compartment  214  to measure the air temperature ((T actual ) in block  263  and then loops back to query block  260 . 
         [0058]    In one embodiment, the heating mode  262  includes a block  266  where the loop  184  is configured to bypassing the radiator  186 , such as by switching the valve  192  as illustrated in  FIG. 4  for example. When in this configuration, the loop  184  absorbs heat from the heat generating components  190  causing an increase the temperature of the working fluid. The heated working fluid is circulated in block  268  through the loop  184  to each of the thermoelectric modules  174 . The heating mode  262  activates the thermoelectric devices, such as thermoelectric device  132  ( FIG. 2 ) for example, as discussed above in block  270  before proceeding to block  262 . In some embodiments, where the temperature difference between T desired  and (T actual ) is small and the vehicle generates a sufficient amount of thermal energy, the heat is transferred from the working fluid by the thermoelectric device without adding any additional heat. In these embodiments, the thermoelectric device acts as a heater core in heating the passenger/interior compartment  214 . It should be appreciated that while block  266 , block  268  and block  270  are shown as being performed in sequence, these blocks may also be performed in parallel. 
         [0059]    In another embodiment, the cooling mode  264  includes a block  272  where the valve  192  is configured to direct the working fluid through radiator  186 . This reduces the temperature of the working fluid due to the thermal energy absorbed from the thermoelectric modules  174  and/or heat generating components  190 . The cooling mode  264  circulates the working fluid through the loop  184  in block  274  to absorb thermal energy. The cooling mode  264  also activates the thermoelectric devices  262  and/or modules  174  in block  276  to cause the transfer of thermal energy from the air in the conduit  114  to the working fluid as discussed above. It should be appreciated that while block  266 , block  268  and block  270  are shown as being performed in sequence, these blocks may be performed in parallel as well. 
         [0060]    A method according to the embodiments is realized via, and a system according to the embodiments includes, computer-implemented processes and apparatus for practicing such processes, such as the controller  224  and/or a computer processor. Additionally, an embodiment includes a computer program product including computer executable instructions, such as object code, source code, or executable code, on tangible media, such as magnetic media (floppy diskettes, hard disc drives, tape, etc.), optical media (compact discs, digital versatile/video discs, magneto-optical discs, etc.), random access memory (RAM), read only memory (ROM), flash ROM, erasable programmable read only memory (EPROM), or any other computer readable storage medium on which the computer executable instructions is stored and with which the computer executable instructions can be loaded into and executed by a computer. When the computer executes the computer program code, it becomes an apparatus for practicing the invention, and on a general-purpose microprocessor, specific logic circuits are created by configuration of the microprocessor with computer code segments. A technical effect of the executable instructions is to implement distributed passenger compartment climate control using thermoelectric climate control modules. The modules can be individually controlled by an occupant, zonally controlled by an occupant, and/or controlled by a system controller to minimize power consumption while providing a comfortable environment in the passenger compartment. 
         [0061]    The flow diagrams depicted herein are just one example. There may be many variations to this diagram or the steps (or operations) described therein without departing from the spirit of the invention. For instance, the steps may be performed in a differing order or steps may be added, deleted or modified. All of these variations are considered a part of the claimed invention. 
         [0062]    While the invention has been described in detail in connection with only a limited number of embodiments, it should be readily understood that the invention is not limited to such disclosed embodiments. Rather, the invention can be modified to incorporate any number of variations, alterations, substitutions or equivalent arrangements not heretofore described, but which are commensurate with the spirit and scope of the invention. Additionally, while various embodiments of the invention have been described, it is to be understood that aspects of the invention may include only some of the described embodiments. Accordingly, the invention is not to be seen as limited by the foregoing description, but is only limited by the scope of the appended claims.