Thermal management system and vehicle

Abstract

The utility model discloses a thermal management system and a vehicle, the thermal management system comprises a cooling liquid side, the cooling liquid side comprises a battery heat exchange loop, a low-temperature heat dissipation loop, a motor electric control heat exchange loop and an air conditioning system, and the low-temperature heat dissipation loop, the battery heat exchange loop and the motor electric control heat exchange loop are arranged in parallel; the refrigerant side comprises a compressor, a first condenser, a second condenser and a heat exchanger, the compressor, the heat exchanger and the first condenser are arranged in series, and the second condenser and the first condenser are arranged in parallel; and on the cooling liquid side, the second condenser and the heat exchanger are connected in parallel and are arranged in parallel with the battery heat exchange loop, and when the refrigerant side is in the heating mode, the second condenser exchanges heat with the battery heat exchange loop and the heat exchanger on the cooling liquid side. By arranging the first condenser, the second condenser and the heat exchanger, heat is directly exchanged with the passenger compartment and the battery, redundant heat is recycled, the system efficiency is high, the production cost is low, and the energy-saving and emission-reducing effects are good.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a thermal management system and a vehicle. Background Art

[0002] Energy conservation and environmental protection of electric vehicles have gradually attracted public attention. Heat pump air-conditioning systems are crucial in automotive applications because of their ability to recycle heat energy, reduce refrigerant emissions and energy consumption.

[0003] In the related art, the heat pump air conditioning system on the vehicle usually includes: a refrigerant circuit formed by a compressor, a first condenser and a heat exchanger connected in sequence. When the heat pump air conditioning system is heating, the high-temperature and high-pressure refrigerant discharged by the compressor releases heat through the first condenser, then evaporates and absorbs heat through the heat exchanger, and finally forms a low-temperature and low-pressure refrigerant that flows back to the compressor. Among them, the heat pump system can be divided into direct heat pumps and indirect heat pumps. Indirect heat pumps have more heat exchange processes during the operation of the air conditioning system, which increases energy loss and reduces the energy conversion efficiency of the system. Utility Model Content

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model proposes a thermal management system, which can directly exchange heat with the passenger compartment and the battery by setting a first condenser, a second condenser and a heat exchanger, and has high system efficiency, low production cost and good energy saving and emission reduction effect.

[0005] The utility model also provides a vehicle.

[0006] According to the thermal management system of the embodiment of the first aspect of the utility model, it includes: a coolant side, the coolant side includes: a battery heat exchange circuit, a low-temperature heat dissipation circuit, a motor electronically controlled heat exchange circuit and an air-conditioning system, the low-temperature heat dissipation circuit, the battery heat exchange circuit, and the motor electronically controlled heat exchange circuit are arranged in parallel with each other; a refrigerant side, the refrigerant side includes: a compressor, a first condenser, a second condenser and a heat exchanger, the compressor, the heat exchanger and the first condenser are arranged in series with each other, and the second condenser and the first condenser are arranged in parallel; and, on the coolant side, the second condenser and the heat exchanger are arranged in parallel with each other and in parallel with the battery heat exchange circuit, and when the refrigerant side is in heating mode, the second condenser exchanges heat with the battery heat exchange circuit and the heat exchanger on the coolant side.

[0007] According to the thermal management system of the embodiment of the utility model, by providing a first condenser, a second condenser and a heat exchanger, there is no need to use an air-heated PCT or add other components for heat exchange. Heat can be directly exchanged with the passenger compartment and the battery, and excess heat can be recovered. The system has high efficiency, low production cost, and good energy-saving and emission reduction effects.

[0008] According to some embodiments of the present utility model, the coolant side also includes: a first control valve, a first end of the first control valve is connected to the second condenser, a second end of the first control valve is connected to the battery heat exchange circuit, a third end of the first control valve is connected to the heat exchanger, and the first control valve is used to connect the second end and the first end, and / or connect the second end and the third end.

[0009] According to some embodiments of the utility model, the battery heat exchange circuit includes: a battery, a first water pump and a first one-way valve, the battery, the first water pump and the second solenoid valve are arranged in series with each other, the water outlet of the first water pump and the second condenser are connected, and the second solenoid valve and the second end of the first control valve are connected.

[0010] According to some embodiments of the utility model, the coolant side also includes: a second control valve, a first end of the second control valve is connected to the motor electronically controlled heat exchange circuit, a second end of the second control valve is connected to the low-temperature heat dissipation circuit, a third end of the second control valve is connected to the second end of the first control valve, and the second control valve is used to connect the second end and the first end, and / or connect the second end and the third end.

[0011] According to some embodiments of the present invention, the refrigerant side further includes: a first solenoid valve and a second solenoid valve, wherein the first solenoid valve is arranged between the compressor and the first condenser, and the second solenoid valve is arranged between the compressor and the second condenser.

[0012] According to some embodiments of the present invention, the refrigerant side further includes: a third condenser and an evaporator, the evaporator and the heat exchanger are arranged in parallel, and the third condenser, the heat exchanger and the evaporator are connected in parallel.

[0013] According to some embodiments of the utility model, the refrigerant side further includes: a coaxial tube, through which the pipeline connecting the evaporator and the compressor and the pipeline connecting the evaporator and the third condenser both pass.

[0014] According to some embodiments of the present invention, the refrigerant side further includes: a third solenoid valve, and the third solenoid valve is arranged between the compressor and the third condenser.

[0015] According to some embodiments of the utility model, the refrigerant side also includes: a second one-way valve, which is arranged between the first condenser and the heat exchanger; and the refrigerant side also includes: a third one-way valve, which is arranged between the third condenser and the heat exchanger.

[0016] A vehicle according to an embodiment of the second aspect of the utility model includes the thermal management system.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a schematic diagram of a thermal management system according to an embodiment of the utility model;

[0020] Figure 2 is a schematic diagram of a cooling mode of a thermal management system according to an embodiment of the utility model;

[0021] Figure 3 It is a schematic diagram of the heating mode of the thermal management system according to an embodiment of the utility model.

[0022] Reference numerals:

[0023] 100. Thermal management system;

[0024] 10. Coolant side; 11. Battery heat exchange circuit; 111. Battery; 112. First water pump; 113. First non-return valve; 12. Low-temperature heat dissipation circuit; 13. Motor electronic control heat exchange circuit; 14. First control valve; 15. Second control valve;

[0025] 20. Refrigerant side; 21. Compressor; 22. First condenser; 23. Second condenser; 24. Heat exchanger; 25. First solenoid valve; 26. Second solenoid valve; 27. Third condenser; 28. Evaporator; 29. ​​Coaxial tube; 30. Third solenoid valve; 31. Second one-way valve; 32. Third one-way valve. DETAILED DESCRIPTION

[0026] The embodiments of the present utility model are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present utility model are described in detail below.

[0027] Reference below Figure 1-Figure 3 A thermal management system 100 according to an embodiment of the present invention is described, and the present invention also provides a vehicle.

[0028] Reference Figure 1-3As shown, the thermal management system 100 of the embodiment of the utility model includes: a coolant side 10, the coolant side 10 includes: a battery heat exchange circuit 11, a low-temperature heat dissipation circuit 12, a motor electronic control heat exchange circuit 13 and an air conditioning system, and the low-temperature heat dissipation circuit 12, the battery heat exchange circuit 11, and the motor electronic control heat exchange circuit 13 are arranged in parallel with each other.

[0029] In the battery heat exchange loop 11, the coolant circulates to adjust the temperature of the battery 111, keeping it within a suitable operating temperature range, preventing the battery 111 from being overcooled or overheated, and helping to extend the life of the battery 111 and improve the charging efficiency. Specifically, the coolant in the battery heat exchange loop 11 flows around the battery 111 through the pipeline system. The battery 111 can convert electrical energy into other usable energy, but the electrical energy conversion is not completely efficient. A portion of the electrical energy will be converted into thermal energy, which will increase the temperature of the battery 111. When the battery 111 is at a high temperature, the coolant flows through the battery 111 to absorb the heat released by the battery 111, taking the heat away and transferring it to the radiator or heat sink of the vehicle, and finally dissipating the heat to the external environment through convection and radiation. After the temperature of the coolant drops, it re-enters the battery heat exchange loop 11 to circulate and continue to absorb, transfer and dissipate heat.

[0030] The low-temperature heat dissipation circuit 12 can maintain the operating temperature of vehicle components within an appropriate range in a low-temperature environment to ensure that the vehicle can operate normally under various climatic conditions. The coolant circulates through various components of the engine, absorbs heat, and then transfers the heat to the radiator of the car to dissipate the heat through air convection.

[0031] The motor electronic control heat exchange circuit 13 includes a motor controller, sensors, etc., which are mainly used to monitor the driving condition of the electric vehicle and control the speed, torque and power output of the motor according to driving requirements and vehicle status. A certain amount of heat is generated during operation. In order to prevent the motor and electronic controller from overheating and keep them within the optimal operating temperature range, the coolant circulation is usually used to absorb heat and reduce the temperature.

[0032] The low-temperature heat dissipation circuit 12, the battery heat exchange circuit 11, and the motor electronic control heat exchange circuit 13 are arranged in parallel. When the vehicle is running, the three can operate independently without interfering with each other.

[0033] The refrigerant side 20 includes: a compressor 21, a first condenser 22, a second condenser 23 and a heat exchanger 24. The compressor 21, the heat exchanger 24 and the first condenser 22 are arranged in series, and the second condenser 23 and the first condenser 22 are arranged in parallel.

[0034] Specifically, the compressor 21 is used to compress the refrigerant and convert it into a high-pressure and high-temperature gas state. The first condenser 22 is located near the passenger compartment. The compressor 21 and the first condenser 22 are arranged in series. When the heating mode is turned on, the refrigerant can be used to exchange heat with the indoor air after being transferred from the compressor 21 to the first condenser 22, thereby improving the temperature inside the vehicle. There is no need to use an air-heating PCT or add other components for heat exchange, thereby reducing the production cost of the entire vehicle. The heat exchanger 24 is arranged in series with the first condenser 22. The refrigerant flowing out of the first condenser 22 flows along the pipeline to the heat exchanger 24 for evaporation and heat exchange, and finally flows back to the compressor 21. The refrigerant may be Freon, R1234, R123a, etc.

[0035] Similarly, the compressor 21 and the second condenser 23 are arranged in series, and, on the coolant side 10, the second condenser 23 and the heat exchanger 24 are arranged in parallel with each other and in parallel with the battery heat exchange loop 11. That is, part of the heat dissipated by the second condenser 23 can be used to heat the battery 111 to keep it at a suitable operating temperature, and the other part of the heat can be transferred to the heat exchanger 24.

[0036] The heat exchanger 24 can also exchange heat with the battery 111. The refrigerant flowing through the heat exchanger 24 needs to absorb heat to become steam. The heat exchanger 24 recovers the heat generated by the battery 111 or the motor and electronic control. On the one hand, it can ensure that the battery 111 and other components can be maintained within a suitable temperature range under various working conditions. On the other hand, after the heat exchanger 24 absorbs heat, the refrigerant temperature on the liquid inlet side of the compressor 21 increases. As the suction temperature of the compressor 21 increases, the exhaust temperature will also increase, thereby improving the energy efficiency of the air-conditioning system, making full use of the heat in the system, and being able to operate in a relatively cold environment, such as below -10°C, which is more energy-saving and environmentally friendly.

[0037] Furthermore, the heat transferred from the second condenser 23 to the heat exchanger 24 can also increase the temperature of the refrigerant at the liquid inlet of the compressor 21, thereby improving the energy efficiency of the air-conditioning system.

[0038] Furthermore, when the refrigerant side 20 is in the heating mode, the second condenser 23 exchanges heat with the battery heat exchange loop 11 and the heat exchanger 24 on the coolant side 10. That is, part of the refrigerant flowing out of the compressor 21 flows to the first condenser 22 for heat exchange with the passenger compartment, and part flows to the second condenser 23 for heat exchange with the battery heat exchange loop 11, which can improve the efficiency of the thermal management system 100.

[0039] Therefore, by setting the first condenser 22, the second condenser 23 and the heat exchanger 24, there is no need to use the air-heated PCT or add other components for heat exchange. Heat can be directly exchanged with the passenger compartment and the battery 111, and excess heat can be recovered. The system has high efficiency, low production cost, and good energy-saving and emission reduction effects.

[0040] Reference Figure 1-3 As shown, the coolant side 10 also includes: a first control valve 14, a first end of the first control valve 14 is connected to the second condenser 23, a second end of the first control valve 14 is connected to the battery heat exchange circuit 11, and a third end of the first control valve 14 is connected to the heat exchanger 24. The first control valve 14 is used to connect the second end and the first end, and / or connect the second end and the third end. Specifically, the first control valve 14 is located at the lower end of the second condenser 23 on the pipeline, the second end of the first control valve 14 is connected to the battery heat exchange circuit 11 on the left, and the third end of the first control valve 14 is connected to the heat exchanger 24 on the right. When the first control valve 14 connects the second end and the first end, the second condenser 23 is connected to the battery heat exchange circuit 11, and when the first control valve 14 connects the third end and the first end, the second condenser 23 is connected to the heat exchanger 24.

[0041] Reference Figure 1-3 As shown, the battery heat exchange loop 11 includes: a battery 111, a first water pump 112 and a first one-way valve 113. The battery 111, the first water pump 112 and the first one-way valve 113 are arranged in series with each other. The first water pump 112 is connected to the water outlet of the second condenser 23, and the first one-way valve 113 is connected to the second end of the first control valve 14. Specifically, the water pump is used to promote the circulation of the coolant in the battery heat exchange loop 11. The coolant flowing out of the water outlet of the second condenser 23 is accelerated to circulate after passing through the water pump, which can improve the heat exchange efficiency of the battery 111. The first one-way valve 113 is used to control the flow of the coolant in the loop. The first one-way valve 113 is connected to the first control valve 14 and the second end. When the second ends of the first one-way valve 113 and the first control valve 14 are both opened, the battery heat exchange loop 11 is connected to the second condenser 23.

[0042] Reference Figure 1-3As shown, the coolant side 10 also includes: a second control valve 15, a first end of the second control valve 15 is connected to the motor electronically controlled heat exchange circuit 13, a second end of the second control valve 15 is connected to the low-temperature heat dissipation circuit 12, a third end of the second control valve 15 is connected to the second end of the first control valve 14, and the second control valve 15 is used to connect the second end and the first end, and / or connect the second end and the third end. Specifically, the second control valve 15 can be connected to the motor electronically controlled heat exchange circuit 13, the low-temperature heat dissipation circuit 12 and the battery heat exchange circuit 11 respectively. The first end of the second control valve 15 is connected to the motor electronically controlled heat exchange circuit 13 above, the second end of the second control valve 15 is connected to the low-temperature heat dissipation circuit 12 on the left, the third end of the second control valve 15 is connected to the battery heat exchange circuit 11 on the right, and the third end of the second control valve 15 is also connected to the second end of the first control valve 14. By controlling the opening and closing of the three ends of the second solenoid valve 26 and the opening and closing of the second end of the first control valve 14, the flow direction of the coolant and the connection between the motor electronically controlled circuit, the low-temperature heat dissipation circuit 12 and the battery heat exchange circuit 11 and the second condenser 23 and the heat exchanger 24 can be controlled.

[0043] Reference Figure 1-3 As shown, the refrigerant side 20 also includes: a first solenoid valve 25 and a second solenoid valve 26. The first solenoid valve 25 is arranged between the compressor 21 and the first condenser 22, and the second solenoid valve 26 is arranged between the compressor 21 and the second condenser 23. Specifically, the first solenoid valve 25 can be an electronic expansion valve, and the temperature sensing component of the electronic expansion valve is a thermocouple or a thermal resistor, which can accurately reflect the change of superheat at low temperature. Therefore, the electronic expansion valve can also well regulate the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 21 under low temperature environment. By throttling the first solenoid valve 25, the pressure difference of the refrigerant between the evaporator 28 and the first condenser 22 can be controlled. By maintaining an appropriate pressure difference, it can be ensured that the refrigerant is fully condensed in the first condenser 22, thereby improving the efficiency and performance of the refrigeration system.

[0044] Similarly, the second solenoid valve 26 is arranged between the compressor 21 and the second condenser 23. The second solenoid valve 26 can be an electronic expansion valve. By throttling the second solenoid valve 26, the pressure difference of the refrigerant between the evaporator 28 and the second condenser 23 can be controlled. By maintaining an appropriate pressure difference, it can be ensured that the refrigerant is fully condensed in the second condenser 23, thereby improving the efficiency and performance of the refrigeration system.

[0045] Reference Figure 1-3As shown, the refrigerant side 20 also includes: a third condenser 27 and an evaporator 28, the evaporator 28 and the heat exchanger 24 are arranged in parallel, and the third condenser 27 and the heat exchanger 24 and the evaporator 28 are arranged in parallel. Specifically, in the cooling mode, the third condenser 27 and the heat exchanger 24 are connected in parallel, and the high-temperature and high-pressure gas flowing out of the compressor 21 releases heat in the third condenser 27 and is converted from a gaseous state to a liquid state, and then absorbs heat in the evaporator 28 and is converted into steam, so that the ambient temperature is reduced to achieve cooling. Among them, the heat exchanger 24 can also absorb part of the heat dissipated by the third condenser 27, so that the refrigerant temperature on the water inlet side of the compressor 21 increases, and the exhaust temperature of the compressor 21 increases while the suction temperature increases, thereby improving the energy efficiency of the air conditioning system.

[0046] Reference Figure 1-3 As shown, the refrigerant side 20 also includes: a coaxial tube 29, and the pipeline connecting the evaporator 28 and the compressor 21 and the pipeline connecting the evaporator 28 and the third condenser 27 all pass through the coaxial tube 29. Specifically, there are two tubes inside the coaxial tube 29, one is sleeved outside the other, and a containing space is formed between the two tubes. The low-temperature refrigerant flowing out of the evaporator 28 and the high-temperature refrigerant flowing out of the third condenser 27 are in contact in the coaxial tube 29. The coaxial tube 29 can increase the contact area between the two, increase the efficiency of heat exchange, realize the heat exchange function in a limited space, save the floor space of the system, and reduce costs.

[0047] Reference Figure 1-3 As shown, the refrigerant side 20 further includes: a third solenoid valve 30, which is disposed between the compressor 21 and the third condenser 27. The third solenoid valve 30 may be an electronic expansion valve, and the pressure difference of the refrigerant between the evaporator 28 and the third condenser 27 may be controlled by throttling the third solenoid valve 30. By maintaining an appropriate pressure difference, it is possible to ensure that the refrigerant is fully condensed in the third condenser 27, thereby improving the efficiency and performance of the refrigeration system.

[0048] Reference Figure 1-3 As shown, the refrigerant side 20 further includes: a second one-way valve 31, which is disposed between the first condenser 22 and the heat exchanger 24. The second one-way valve 31 can limit the refrigerant to flow only from the first condenser 22 to the heat exchanger 24, preventing the refrigerant from flowing in the reverse direction to damage the first condenser 22, thereby affecting the stability of the system.

[0049] And, the refrigerant side 20 further includes: a third one-way valve 32, which is disposed between the third condenser 27 and the heat exchanger 24. The third one-way valve 32 can limit the refrigerant to flow only from the third condenser 27 to the heat exchanger 24, preventing the refrigerant from flowing in the reverse direction to damage the third condenser 27, thereby affecting the stability of the system.

[0050] A vehicle according to an embodiment of the second aspect of the utility model includes a thermal management system 100 .

[0051] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0052] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0053] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that: include: A coolant side (10), the coolant side (10) comprising: a battery heat exchange circuit (11), a low-temperature heat dissipation circuit (12), a motor electronically controlled heat exchange circuit (13) and an air conditioning system, the low-temperature heat dissipation circuit (12), the battery heat exchange circuit (11), and the motor electronically controlled heat exchange circuit (13) being arranged in parallel with each other; a refrigerant side (20), the refrigerant side (20) comprising: a compressor (21), a first condenser (22), a second condenser (23) and a heat exchanger (24), the compressor (21), the heat exchanger (24) and the first condenser (22) being arranged in series, and the second condenser (23) and the first condenser (22) being arranged in parallel; and On the coolant side (10), the second condenser (23) and the heat exchanger (24) are connected in parallel with each other and are arranged in parallel with the battery heat exchange circuit (11), and when the refrigerant side (20) is in a heating mode, the second condenser (23) exchanges heat with the coolant side (10) and the battery heat exchange circuit (11) and the heat exchanger (24).

2. The thermal management system according to claim 1, characterized in that: The cooling liquid side (10) further includes: a first control valve (14), a first end of the first control valve (14) being connected to the second condenser (23), a second end of the first control valve (14) being connected to the battery heat exchange circuit (11), a third end of the first control valve (14) being connected to the heat exchanger (24), and the first control valve (14) being used to connect the second end to the first end, and / or connect the second end to the third end.

3. The thermal management system according to claim 2, characterized in that: The battery heat exchange circuit (11) comprises: a battery (111), a first water pump (112) and a first one-way valve (113); the battery (111), the first water pump (112) and the first one-way valve (113) are arranged in series with each other; the first water pump (112) and the water outlet of the second condenser (23) are in communication; and the first one-way valve (113) and the second end of the first control valve (14) are in communication.

4. The thermal management system according to claim 2, characterized in that: The cooling liquid side (10) further comprises: a second control valve (15), a first end of the second control valve (15) being connected to the motor electrically controlled heat exchange circuit (13), a second end of the second control valve (15) being connected to the low-temperature heat dissipation circuit (12), a third end of the second control valve (15) being connected to the second end of the first control valve (14), and the second control valve (15) being used to connect the second end to the first end, and / or connect the second end to the third end.

5. The thermal management system according to claim 1, characterized in that: The refrigerant side (20) further includes: a first solenoid valve (25) and a second solenoid valve (26), wherein the first solenoid valve (25) is arranged between the compressor (21) and the first condenser (22), and the second solenoid valve (26) is arranged between the compressor (21) and the second condenser (23).

6. The thermal management system according to claim 1, characterized in that: The refrigerant side (20) further includes: a third condenser (27) and an evaporator (28), the evaporator (28) and the heat exchanger (24) being arranged in parallel, and the third condenser (27) and the heat exchanger (24) and the evaporator (28) being connected in parallel.

7. The thermal management system according to claim 6, characterized in that: The refrigerant side (20) further comprises: a coaxial tube (29), through which the pipeline connecting the evaporator (28) and the compressor (21) and the pipeline connecting the evaporator (28) and the third condenser (27) pass.

8. The thermal management system according to claim 6, characterized in that: The refrigerant side (20) further includes: a third solenoid valve (30), wherein the third solenoid valve (30) is arranged between the compressor (21) and the third condenser (27).

9. The thermal management system according to claim 6, characterized in that: The refrigerant side (20) further includes: a second one-way valve (31), the second one-way valve (31) being arranged between the first condenser (22) and the heat exchanger (24); and, The refrigerant side (20) further includes: a third one-way valve (32), wherein the third one-way valve (32) is arranged between the third condenser (27) and the heat exchanger (24).

10. A vehicle, characterized in that: Comprising a thermal management system as claimed in any one of claims 1 to 9.

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