FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10; rule 13] TITLE: “HEATING AND COOLING OF VEHICLE PARTS”
Name and Address of the Applicant:
TATA MOTORS PASSENGER VEHICLES LIMITED of Floor 3, 4, Plot-18, Nanavati Mahalaya, Mudhana Shetty Marg, BSE, Fort, Mumbai, Mumbai City, Maharashtra, 400001 India
[Nationality: Indian]
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
[001] Present disclosure, in general, relates to a field of automobiles. Particularly, but not exclusively, the present disclosure relates to a thermal management system for a vehicle.
BACKGROUND OF THE DISCLOSURE
[002] Generally, vehicles may include thermal systems for performing heating and cooling of various vehicle parts. For example, the thermal systems may perform heating and cooling of a passenger cabin of the vehicle to provide thermal comfort to an occupant of the vehicle. As another example, in the case of an electric vehicle (EV), the thermal systems may perform heating and/or cooling of a battery unit to maintain the temperature of the battery unit within a predetermined range.
[003] Typically, the thermal system of the vehicle includes a refrigerant that may absorb heat from at least one of air, coolant, and the like to facilitate cooling of the vehicle parts as per requirement. Similarly, the refrigerant may also supply heat to at least one of air, coolant, and the like to facilitate heating of the vehicle parts. In some cases, the refrigerant used may be environmentally unfriendly. For example, the refrigerant may be a greenhouse gas that may have a significant global warming potential and may also cause depletion of the ozone layer. Hence, there is a necessity to utilize an environmentally friendly refrigerant in the thermal systems which reduce carbon footprint of the vehicle. However, the refrigerant which is environmentally friendly is generally highly flammable in nature. Further, as the conventional thermal systems of the vehicle are defined with refrigerant lines proximal to a passenger compartment or an engine compartment of the vehicle, such thermal systems can be hazardous and pose a threat to passenger safety and safe operation of the vehicle, which is undesired.
[004] Present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the known arts.
[005] The drawbacks/difficulties/disadvantages/limitations of the conventional techniques explained in the background section are just for exemplary purpose and the disclosure would never limit its scope only such limitations. A person skilled in the art would understand that this

disclosure and below mentioned description may also solve other problems or overcome the other drawbacks/disadvantages of the conventional arts which are not explicitly captured above.
SUMMARY OF THE DISCLOSURE
[006] One or more shortcomings of the prior art are overcome by a system as claimed and additional advantages are provided through configuration of the system as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
[007] In a non-limiting embodiment, a thermal management system for a vehicle is disclosed. The thermal management system includes a first coolant circuit having a first heat exchanger which is adapted to enable heat exchange between ambient air and a coolant flowing in the first coolant circuit. Further, the first coolant circuit includes a second heat exchanger which is fluidly coupled to the first heat exchanger. Further, the thermal management system includes a refrigerant circuit including a compressor which is fluidly connected to the second heat exchanger. The compressor is adapted to compress a refrigerant flowing in the refrigerant circuit, where the second heat exchanger is adapted to enable heat exchange between the refrigerant flowing in the refrigerant circuit and the coolant flowing in the first coolant circuit. Furthermore, the thermal management system includes a second coolant circuit including a third heat exchanger that is fluidly coupled to the compressor. The third heat exchanger is adapted to enable heat exchange between the coolant flowing in the second coolant circuit and the refrigerant flowing in the refrigerant circuit. Further, the second cooling circuit includes a fourth heat exchanger which is fluidly coupled to the third heat exchanger. The fourth heat exchanger is adapted to enable heat exchange between the coolant flowing in the second coolant circuit and cabin air of the vehicle. Additionally, the thermal management system includes a coolant regulation circuit, which is fluidically connected to the first coolant circuit and the second coolant circuit. The coolant regulation circuit is adapted to selectively channelize the coolant between the first coolant circuit and the second coolant circuit for regulating temperature of the coolant. Further, the thermal management system includes a control unit which is communicatively coupled to the first coolant circuit, the refrigerant circuit, the second coolant circuit and coolant regulation circuit. The control unit is configured to

determine requirement for heat exchange between the coolant in the first coolant circuit and the coolant in the second coolant circuit and operate the coolant regulation circuit selectively based on determined requirement.
[008] In another non-limiting embodiment, a vehicle is disclosed. The vehicle includes a passenger cabin and a heating ventilating and air conditioning (HVAC) unit to regulate temperature of the passenger cabin. Further, a thermal management system is operatively coupled to the HVAC unit. The thermal management system includes a first coolant circuit having a first heat exchanger which is adapted to enable heat exchange between ambient air and a coolant flowing in the first coolant circuit. Further, the first coolant circuit includes a second heat exchanger which is fluidly coupled to the first heat exchanger. Further, the thermal management system includes a refrigerant circuit including a compressor which is fluidly connected to the second heat exchanger. The compressor is adapted to compress a refrigerant flowing in the refrigerant circuit, where the second heat exchanger is adapted to enable heat exchange between the refrigerant flowing in the refrigerant circuit and the coolant flowing in the first coolant circuit. Furthermore, the thermal management system includes a second coolant circuit including a third heat exchanger that is fluidly coupled to the compressor. The third heat exchanger is adapted to enable heat exchange between the coolant flowing in the second coolant circuit and the refrigerant flowing in the refrigerant circuit. Further, the second cooling circuit includes a fourth heat exchanger which is fluidly coupled to the third heat exchanger. The fourth heat exchanger is adapted to enable heat exchange between the coolant flowing in the second coolant circuit and cabin air of the vehicle. Additionally, the thermal management system includes a coolant regulation circuit, which is fluidically connected to the first coolant circuit and the second coolant circuit. The coolant regulation circuit is adapted to selectively channelize the coolant between the first coolant circuit and the second coolant circuit for regulating temperature of the coolant. Further, the thermal management system includes a control unit which is communicatively coupled to the first coolant circuit, the refrigerant circuit, the second coolant circuit and coolant regulation circuit. The control unit is configured to determine requirement for heat exchange between the coolant in the first coolant circuit and the coolant in the second coolant circuit and operate the coolant regulation circuit selectively based on determined requirement.

[009] In an embodiment, the vehicle includes a drivetrain and a battery unit operatively coupled to the drivetrain, where the second coolant circuit is fluidly connected to the battery unit and is configured to regulate temperature of the battery unit.
[010] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
[011] The novel features and characteristics of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiments when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
[012] Fig. 1 illustrates a block diagram of a vehicle, according to an exemplary embodiment of the present disclosure.
[013] Fig. 2 illustrates a schematic diagram of a thermal management system for cooling cabin air, according to an exemplary embodiment of the present disclosure.
[014] Fig. 3 illustrates a schematic diagram of the thermal management system for cooling the cabin air and a battery unit, according to an exemplary embodiment of the present disclosure.
[015] Fig. 4 illustrates a schematic diagram of the thermal management system for conditioning the cabin air by mixing both the coolant from each of a first coolant circuit and a second coolant circuit, according to an exemplary embodiment of the present disclosure.
[016] Fig. 5 illustrates a schematic diagram of the thermal management system for heating and de-humidifying the cabin air, according to an exemplary embodiment of the present disclosure.

[017] Fig. 6 illustrates a schematic diagram of the thermal management system for heating the cabin air and defrosting a first heat exchanger, according to an exemplary embodiment of the present disclosure.
[018] The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the system and method illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
[019] The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which forms the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that, the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other devices, assemblies, system, methods and processes for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that, such equivalent construction and method do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its construction and features, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
[020] In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.
[021] While the disclosure is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and will be described

in detail below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
[022] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a device or a system or a method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such device, assembly, system or method. In other words, one or more elements in a device or an assembly or a system or a method proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the device or system or method.
[023] The term “substantial”, as used in the present disclosure refers to a position of one quantity which is parallel or slightly angled from the position of other quantity that is considered for comparison. For instance, the term “substantially” in phrase ‘substantially parallel’ refers to a member positioned parallel, but also includes position which slightly deviates in angle from the parallel condition. Further, the same assertion applies mutatis mutandis to the rest of the phrases consisting the term “substantially”.
[024] Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to Figs. 1-6. Embodiments of the disclosure describe a vehicle and a thermal management system for a vehicle.
[025] Fig. 1, illustrates a vehicle (200) having a thermal management system (100). In an embodiment of the present disclosure, when referring to the vehicle (200), it is contemplated that the vehicle (200) may be including but not limited to a passenger vehicle, a utility vehicle, a commercial vehicle, and any other vehicle and other machinery employing a heating ventilation and an air condition (HVAC) unit (201). The HVAC unit (201) may be configured to regulate temperature of the passenger cabin. Additionally, the vehicle (200) may be including but not limited to an internal combustion engine powered vehicle (200), a hybrid powered vehicle (200),

and an electric vehicle (200). In an illustrated embodiment, the vehicle (200) is considered to be an electric vehicle (EV), however, this should not be considered as a limitation. The vehicle (200) may be include a passenger cabin for accommodating occupants, such as driver, passengers and/or goods/luggage based on requirement. Further, the vehicle (200) may include the HVAC unit (201) which may be associated with the passenger cabin. In an embodiment, the HVAC unit (201) may include a plurality of ducts, vents, hoses, conduits, blowers, control systems and the like for conditioning the passenger cabin. Further, the vehicle (200) may include a drivetrain for operating the vehicle (200). In an embodiment, the drivetrain may include a power unit which may be in the form of a motor which may be adapted to propel the vehicle (200). Further, the drivetrain may include a battery unit (150) which may be operatively coupled to the drivetrain and may be adapted to supply energy or power to the power unit.
[026] Further, the vehicle (200) may include a thermal management system (100) [hereafter referred to as system (100)] which may be operatively coupled to the HVAC unit (201). In an embodiment, various parts of the system (100) may be disposed within the vehicle (200) at predefined locations. For example, the parts of the system (100) may be disposed in a frontal portion of the vehicle (200), proximal to the passenger cabin, along the battery unit (150), a rear portion of the vehicle (200) and any other portion of the vehicle (200) which may be adapted to accommodate the various components of the system (100). In an embodiment, the system (100) may be disposed in the vehicle (200) such that a refrigerant flowing in the system (100) may be away from the passenger cabin and any other components of the vehicle (200) that should be protected from exposure to the refrigerant, as the refrigerant may be hazardous or flammable. Further, the system (100) may be configured perform functions such as but not limited to operate the HVAC unit (201) for conditioning the passenger cabin, regulate temperature of the battery unit (150) and de-frost internal components of the system (100) for optimal operation of the HVAC unit (201) as well as the battery unit (150).
[027] Turning now to Figs. 2 and 3 in tandem with Fig. 1, the system (100) may include a first coolant circuit (L1) capable of circulating a coolant. The first coolant circuit (L1) may include a first heat exchanger (110) which may be adapted subject the coolant to thermal interaction or enable heat exchanger with ambient or surrounding air of the vehicle (200). In an embodiment, the first heat exchanger (110) may be defined with a compartment or at least one tube for channelizing

the coolant to enable heat exchange. The first heat exchanger (110) may be positioned in the
vehicle (200) such that the ambient air or surrounding air may come in contact for exchanging
heat. Further, the first coolant circuit (L1) may include a first reservoir (20) which may be fluidly
coupled to the first heat exchanger (110). The first reservoir (20) may be adapted to store and
5 supply coolant in the first coolant circuit (L1). Furthermore, the first coolant circuit (L1) may
include a second heat exchanger (120) which may be fluidly coupled to the first reservoir (20) and the first heat exchanger (110). Additionally, the first coolant circuit (L1) may include a first pump (10) which may be fluidly connected between the second heat exchanger (120) and the first heat exchanger (110). The first pump (10) may be adapted to induce flow of coolant within the first
10 coolant circuit (L1). In an embodiment, the coolant flowing in the first coolant circuit (L1) may be
a dedicated coolant for the system (100) or may be the coolant which may be associated with other cooling systems of the vehicle (200). Further, the system (100) may include a first valve (50) and a second valve (51) which may be fluidly disposed between the second heat exchanger (120) and the first heat exchanger (110). The first valve (50) and the second valve (51) may be adapted to
15 selectively channelize coolant out of the first coolant circuit (L1).
[028] Further, the system (100) may include a refrigerant circuit (L2, L5) which may be disposed in communication with the first coolant circuit (L1), for example, through the second heat exchanger (120). The refrigerant circuit (L2, L5) may include a compressor (30) which may be
20 fluidly connected to the second heat exchanger (120). The compressor (30) may be adapted to
compress the refrigerant flowing in the refrigerant circuit (L2, L5). In an embodiment, the second heat exchanger (120) may be defined with a compartment through which a tube may be disposed such that the coolant of the first coolant circuit (L1) may flow through the compartment and the tube may receive a refrigerant of the refrigerant circuit (L2, L5) or vice-versa for exchanging heat
25 between the first coolant circuit (L1) and the refrigerant circuit (L2, L5). That is, the second heat
exchanger (120) may enable the coolant and the refrigerant to thermally interact with each other for exchanging heat between the two. Additionally, the refrigerant circuit (L2, L5) may include a throttle valve (40), which may be fluidly connected between the second heat exchanger (120). The throttle valve (40) may be configured to regulate pressure of the refrigerant in the refrigerant circuit
30 (L2, L5). In an embodiment, the throttle valve (40) may be adapted to reduce pressure of the
refrigerant which may be compressed by the compressor (30). In an embodiment, the refrigerant
9

circuit (L2, L5) may include a third valve (52), a fourth valve (53) and a fifth valve (54) which
may be disposed in fluid communication with the compressor (30). The third valve (52), the fourth
valve (53) and the fifth valve (54) may be configured to selectively regulate flow direction of the
refrigerant through the compressor (30) in the refrigerant circuit (L2, L5). In an example, each of
5 these valves may be a three-way valve. Additionally, the refrigerant circuit (L2, L5) may include
a sixth valve (55), a seventh valve (56) and an eighth valve (57) disposed in fluid communication with the throttle valve (40). The sixth valve (55), the seventh valve (56) and the eighth valve (57) are configured to selectively regulate flow direction of the refrigerant through the throttle valve (40) in the refrigerant circuit (L2, L5). In an embodiment, the third valve (52), the fourth valve
10 (53), the fifth valve (54), the sixth valve (55), the seventh valve (56) and eighth valve (57) may be
configured to operate in tandem in order to change the direction of flow of refrigerant between the second heat exchanger (120) and the third heat exchanger (130). For example, upon selective operation of each of the third valve (52), the fourth valve (53), the fifth valve (54), the sixth valve (55) and the seventh valve (56) the refrigerant may be channelized from the compressor (30) to
15 the second heat exchanger (120) or to the third heat exchanger (130), based in requirement.
[029] Furthermore, the system (100) may include a second coolant circuit (L3, L4) which may be disposed in communication with the refrigerant circuit (L2, L5). The second coolant circuit (L3, L4) may include a third heat exchanger (130) which may be fluidly coupled to the compressor (30)
20 and the second heat exchanger (120). The third heat exchanger (130) may be adapted to enable
heat exchange between the coolant flowing in the second coolant circuit (L3, L4) and the refrigerant flowing in the refrigerant circuit (L2, L5). In an embodiment, the third heat exchanger (130) may be defined with a compartment through which a tube may be disposed such that the refrigerant of the refrigerant circuit (L2, L5) may flow through the compartment and the tube may
25 receive the coolant of the second coolant circuit (L3, L4) or vice-versa for exchanging heat
between the refrigerant circuit (L2, L5) and the second coolant circuit (L3, L4). That is, the third heat exchanger (130) may enable the coolant and the refrigerant to thermally interact with each other for exchanging heat between the two. Further, the second coolant circuit (L3, L4) may include a second reservoir (21) which may be fluidly coupled to the third heat exchanger (130).
30 The second reservoir (21) may be adapted to store and supply coolant in the second coolant circuit
(L3, L4). Further, the third heat exchanger (130) which may be fluidly coupled to the second
10

reservoir (21) may be adapted to regulate temperature of the coolant in the second coolant circuit (L3, L4) by thermally interacting or exchanging heat with the refrigerant flowing in the refrigerant circuit (L2, L5).
5 [030] Additionally, the second coolant circuit (L3, L4) may include a fourth heat exchanger (140) which may be fluidly coupled to the second reservoir (21) and in-turn the third heat exchanger (130). The fourth heat exchanger (140) is adapted to enable heat exchange between the coolant flowing in the second coolant circuit (L3, L4) and the cabin air of the vehicle (200). That is, the fourth heat exchanger (140) may be fluidly connected to the HVAC unit (201) of the vehicle (200).
10 For example, the fourth heat exchanger (140) may receive air blown by a blower of the HVAC
unit (201) for regulating the cabin air of the vehicle (200). Since the cabin air is exposed to the coolant, and not to the refrigerant directly, the system (100) prevents the refrigerant circuit (L2, L5) from being in close proximity to the passenger cabin, thereby mitigating chances of the refrigerant interacting with the passenger cabin and any other components which may lead to
15 hazardous environment during vehicle (200) operation. Further, the second coolant circuit (L3,
L4) may include a second pump which may be fluidly connected between the fourth heat exchanger (140) and the third heat exchanger (130). The second pump may be adapted to induce flow of coolant within the second coolant circuit (L3, L4). In an embodiment, the second coolant circuit (L3, L4) may include a first cutoff valve (60) which may be disposed between the second
20 reservoir (21) and the fourth heat exchanger (140). The first cutoff valve (60) may be adapted to
selectively channelize the coolant from the second reservoir (21) to the fourth heat exchanger (140).
[031] In an embodiment, the system (100) may include a ninth valve (58) which may be disposed
25 in fluid communication between the third heat exchanger (130) and the second reservoir (21). The
ninth valve (58) may be configured to selectively channelize coolant out of the second coolant circuit (L3, L4).
[032] Further, as seen in Fig. 3 illustrates an embodiment for cooling the battery unit (150) in
30 addition to passenger cabin cooling, the second coolant circuit (L3, L4) may be fluidly coupled to
the battery unit (150) of the vehicle (200) and may be adapted to regulate temperature of the battery
unit (150) as per requirement. For example, the coolant from the second coolant circuit (L3, L4)
11

may be channelized to the battery unit (150) for regulating the temperature of the battery unit
(150). In an embodiment, the second coolant circuit (L3, L4) may include a second cutoff valve
(61) which may be disposed between the second reservoir (21) and the battery unit (150). The
second cutoff valve (61) may be adapted to selectively channelize the coolant from the second
5 coolant circuit (L3, L4) to the battery unit (150). For instance, the second cutoff valve (60) may
be opened to cause flow of the coolant through a portion of the second coolant circuit (L4) into the battery unit (150), thereby causing regulation of the battery unit (150) temperature.
[033] In an embodiment, the second coolant circuit (L3, L4) may include a heater (70) which
10 may be disposed in fluid communication between the second reservoir (21) and the fourth heat
exchanger (140). The heater (70) may be adapted to selectively heat the coolant flowing from the
second reservoir (21) to the fourth heat exchanger (140). In an embodiment, the heater (70) may
be a positive temperature coefficient (PCT) heater, which may heat the coolant for exchanging
temperature at the fourth heat exchanger (140) and/or to cause heating of the battery unit (140) if
15 the coolant flowing in the second coolant circuit (L3, L4) cannot provide sufficient heat.
[034] Referring now to Figs. 4 and 5, the system (100) may include a coolant regulation circuit
(L6, L7) which may be fluidly connected between the first coolant circuit (L1) and the second
coolant circuit (L3, L4). The coolant regulation circuit (L6, L7) may be adapted to selectively
20 channelize the coolant between the first coolant circuit (L1) and the second coolant circuit (L3,
L4) for regulating temperature of the coolant. The coolant regulation circuit (L6, L7) may be defined with a first path (L6) which may include the first valve (50) and a first conduit (62) which may fluidically couple the first valve (50) with the second coolant circuit (L3, L4).
25 [035] In an embodiment, the first conduit (62) may receive the coolant from the first coolant circuit (L1) through the first valve (50) and supply the coolant through the second coolant circuit (L3, L4), where the first conduit (62) may pass through the fourth heat exchanger (140) to exchange heat with the coolant flowing in the second coolant circuit (L3, L4). Further, the first conduit (62) may be fluidly connected back to the first coolant circuit (L1) between the first
30 reservoir (20) and the second heat exchanger (120). The coolant being supplied back to the first
coolant circuit (L1) may be channelized through the second heat exchanger (120).
12

[036] Referring to fig 6, the coolant regulation circuit (L6, L7) may be defined with a second
path (L7). The second path (L7) may include the second valve (51) and a second conduit (63)
which may be fluidically the coupled to the second valve (51). The second conduit (63) may extend
from the second valve (51) to the second coolant circuit (L3, L4). That is, the second conduit (63)
5 may channelize the coolant from the second valve (51) such that the coolant from the first coolant
circuit (L1) may be supplied into the third heat exchanger (130). Furthermore, the second path
(L7) may include the ninth valve (58) which may be disposed in the second coolant circuit (L3,
L4) downstream of the third heat exchanger (130). The ninth valve (58) may be adapted to
channelize coolant out of the second coolant circuit (L3, L4). Further, the second path (L7) may
10 include a third conduit which may be fluidically coupled between the ninth valve (58) and the first
coolant circuit (L1). That is, the third conduit is adapted to channelize the coolant from the second
coolant circuit (L3, L4) exiting the third heat exchanger (130) into a portion of the first coolant
circuit (L1) upstream of the first heat exchanger (110) for supplying coolant from the second
coolant circuit (L3, L4) to the first heat exchanger (110).
15
[037] In an embodiment, the coolant utilized in the system (100) may be same for each of the
first coolant circuit (L1) and the second coolant circuit (L3, L4). For example, the coolant which
may be utilized in the system (100) may be including but not limited to water mixed with ethylyne
glycol and any other fluid which may be capable of exchanging heat. In an embodiment, the
20 coolant utilized in the system (100) may be a dedicated coolant for operating the HVAC unit (201)
or may be a common coolant which may be used for cooling the power unit of the vehicle (200). Additionally, the refrigerant utilized in the refrigerant circuit (L2, L5) may an environmentally friendly refrigerant. The refrigerant may be capable of both absorbing and supplying heat to at least one of air, coolant, and any other fluids for enabling heat exchange. For example, the
25 refrigerant which may be utilized in the refrigerant circuit (L2, L5) may be including but not
limited to R290 and similar refrigerant which may be environmentally friendly.
[038] In an embodiment, the first heat exchanger (110), the second heat exchanger (120), the
third heat exchanger (130) and the fourth heat exchanger (140) may be including but not limited
30 to air to liquid heat exchangers, liquid to liquid exchangers and the like. In an embodiment, the
first valve (50), the second valve (51), the third valve (52), the fourth valve (53), the fifth valve
(54), the sixth valve (55), the seventh valve (56), the eighth valve (57) and the ninth valve (58)
13

may be three-way valves. In an embodiment, the first pump (10) and the second pump may be
including but not limited to centrifugal pumps and any other type of pump capable of pumping
coolant. In an embodiment, the compressor (30) may be including but not limited to a variable
displacement compressor, a fixed displacement compressor, a e-Scroll compressor, and the like.
5
[039] In an embodiment, the heat exchangers may include additional cooling features which may
aid in cooling the fluid flowing within. For example, the heat exchangers may include external
fans, water spraying units and other features capable of providing additional cooling.
10 [040] In an embodiment, the system (100) may include a plurality of ducts or conduits which may be connected between each of the components of the system (100) for channelizing the coolant in the first coolant circuit (L1) and the second coolant and also the refrigerant in the refrigerant circuit (L2, L5).
15 [041] Referring back to Fig. 1, the system (100) may include a control unit (202) which may be communicatively coupled to the first coolant circuit (L1), the refrigerant circuit (L2, L5), the second coolant circuit (L3, L4) and coolant regulation circuit (L6, L7). In an embodiment, the control unit (202) may be dedicated control unit for the system (100) or may be the common control unit which may be configured to control operations in the vehicle (200). The control unit
20 (202) may also communicate with other ECUs of the vehicle (200). Further, the control unit (202)
may include a memory unit [not shown in Figs] which may be configured to store data. The memory unit may be configured to store predetermined operating parameters for operating the system (100) based on the cooling or heating requirement in the vehicle (200). In an embodiment, the control unit (202) may be communicatively coupled to a plurality of sensors for determining
25 operating parameters of the components of the system (100) and the vehicle (200). The control
unit (202) may operate the system (100) based on the operating parameters received from the
plurality of sensor. Additionally, the plurality of sensor may also be associated with components
of vehicle (200) for determining the operating conditions of the vehicle (200), such that, the control
unit (202) may operate the system (100) based on the operating condition of the vehicle (200).
30
[042] In an embodiment, the control unit (202) is configured to operate the system (100) for
regulating temperature of the coolant within the first coolant circuit (L1) and the second coolant
14

circuit (L3, L4). That is, the control unit (202) may be configured to operate the system (100) such
that temperature of the features of the vehicle (200) such as but not limited to the HVAC unit
(201), the battery unit (150), the first heat exchanger (110) and any other components involved
with the system (100) may be selectively controlled.
5
[043] In an embodiment, the control unit (202) may operate the components of the system (100)
based on operating parameters of the HVAC unit (201) and/or the battery unit (150) based on
factors which may be including but not limited to, occupant inputs, ambient conditions of the
vehicle (200), operating condition of the passenger cabin, operating condition of the battery unit
10 (150) and any other factors which require temperature regulation by the system (100).
Furthermore, in an embodiment the control unit (202) is to configured to operate the coolant regulation circuit (L6, L7) based on operational requirements. That is, the control unit (202) may be configured to determine requirement [based on operating parameters of the system (100) and operating condition of the vehicle (200)] for heat exchange between the coolant in the first coolant
15 circuit (L1) and the coolant in the second coolant circuit (L3, L4) and may be configured to operate
the coolant regulation circuit (L6, L7) selectively based on determined requirement.
[044] As an example, referring to Fig. 4, the control unit (202) may be configured to operate the first valve (50) to channelize the coolant from the first coolant circuit (L1) to the second coolant
20 circuit (L3, L4), in response to a requirement to increase temperature of cabin air that is regulated
by the coolant flowing in the second coolant. Further, according to another example, referring to Fig. 6, the control unit (202) may be to configured to operate the second valve (51) and the ninth valve (58) to channelize coolant from the second coolant circuit (L3, L4) to the first coolant circuit (L1), in response to a requirement to increase temperature of the coolant flowing in the first heat
25 exchanger (110). For example, the coolant may be channelized from the second coolant circuit
(L3, L4) to the first coolant circuit (L1), to de-frost the coolant in the first heat exchanger (110). Furthermore, according to yet another example, referring to Fig. 5, the control unit (202) may be configured to operate the third valve (52) and the fourth valve (53) for selectively channelizing the compressed refrigerant, to the second heat exchanger (120) in response to requirement of cooling
30 at least one of the cabin air and/or the battery unit (150) and to the third heat exchanger (130) in
response requirement of heating temperature of at least one of the cabin air and/or the battery unit (150).
15

[045] In an embodiment, the system (100) facilitates the coolant to be in proximity of the
passenger cabin and the other components of the vehicle (200) such as the battery unit (150), and
prevents the refrigerant to interact with the components. This configuration of the system (100)
5 results in a safe thermal management system (100) and mitigates hazardous environment in the
vehicle (200) which may be caused due to refrigerant.
[046] It should be noted that in an exemplary embodiment, as seen in the Figs. 1-6 the features,
construction, position and connections should not be construed as a limitation as the system (100)
10 may include any other type of features, construction, position, and connections which may work
with other combinations for operating regulating temperature in the vehicle (200).
[047] In an operational embodiment, upon the occupant actuating the HVAC unit (201) for cooling the passenger cabin, the control unit (202) may operate the system (100) as seen in Fig. 2.
15 For cooling the passenger cabin, the first pump (10) of the first coolant circuit (L1) may be operated
to circulate the coolant. The coolant from the first pump (10) may enter the first heat exchanger (110) where the coolant exchanges heat with the ambient air for reducing the temperature of the coolant. Simultaneously, the refrigerant in the refrigerant circuit (L2, L5) is channelized through the compressor (30) where the refrigerant is compressed before the refrigerant enters the second
20 heat exchanger (120). In the second heat exchanger (120) the coolant from the first coolant circuit
(L1) and the refrigerant from the refrigerant circuit (L2, L5) may interact with each other such that the refrigerant is cooled. Further, the cooled refrigerant passes through the throttle valve (40) where the compressed refrigerant expands and enters the third heat exchanger (130). The cooled refrigerant in the third heat exchanger (130) interacts with the coolant of the second coolant circuit
25 (L3, L4) and the cooled coolant is channelized to the fourth heat exchanger (140) through the
second fluid reservoir. The cooled coolant in the fourth heat exchanger (140) may interact with the fluid [for example, air] being dispensed out of the blower and in-turn cool the fluid to be channelized into the passenger cabin for cooling the passenger cabin.
30 [048] In an embodiment, as seen in Fig. 3, if there is a requirement for cooling the battery unit
(150), which may be detected by the control unit (202) based on signals received from the battery unit (150), the control unit (202) may operate the system (100) such that the cooled coolant in the
16

second coolant circuit (L3, L4) may be channelized to the battery unit (150). That is, the control
unit (202) upon cooling the coolant in the second coolant circuit (L3, L4) [as per cooling defined
for Fig. 2] may operate the second cutoff valve (61) to allow passage of coolant from the second
cooling circuit to the battery unit (150), thereby cooling the battery unit (150). Upon being
5 channelized through the battery unit (150), the coolant may be channelized back to the second
coolant circuit (L3, L4). The coolant from the battery unit (150) may be channelized to the second coolant circuit (L3, L4) at a portion downstream of the fourth heat exchanger (140).
[049] In another operational embodiment, as seen in Fig. 5 upon the occupant actuating the
10 HVAC unit (201) for heating the passenger cabin [heating cycle], the control unit (202) may
operate the third valve (52), the fourth valve (53) and the fifth valve (54) such that, the refrigerant
in the refrigerant circuit (L2, L5) may flow from the second heat exchanger (120) towards the
compressor (30). The refrigerant in the compressor (30) may get compressed and due to such
compression attain a higher temperature [that is heating]. The heated refrigerant from the
15 compressor (30) may be then channelized to the third heat exchanger (130) such that the heated
refrigerant interacts with the coolant in the third heat exchanger (130) for increasing the
temperature of the coolant in the second coolant circuit (L3, L4). Upon passing through the third
heat exchanger (130), the refrigerant may be channelized through the sixth valve (55) and the
seventh valve (56) such that the refrigerant may pass through the throttle valve (40) for reduction
20 in pressure/expansion before entering the second heat exchanger (120). The heated coolant in the
third heat exchanger (130) may then be channelized through the fourth heat exchanger (140) for
interacting with the fluid from the blower thereby heating the passenger cabin.
[050] In an embodiment, if there is a requirement for increasing the temperature of the battery
25 unit (150), which may be detected by the control unit (202) based on signals received from the
battery unit (150), the control unit (202) may operate the system (100) such that the heated coolant
in the second coolant circuit (L3, L4) may be channelized to the battery unit (150). That is, the
control unit (202) upon heating the coolant in the second coolant circuit (L3, L4) may operate the
second cutoff valve (61) to allow passage of coolant from the second cooling circuit to the battery
30 unit (150), thereby heating the battery unit (150). Upon being channelized through the battery unit
(150), the coolant may be channelized back to the second coolant circuit (L3, L4).
17

[051] In an operational embodiment, as seen in Fig. 4, the occupant may actuate the HVAC unit
(201) for a temperature which may require both the coolant from the first coolant circuit (L1) and
the second coolant circuit (L3, L4) to condition the cabin air. That is, the occupant may select a
temperature which may be higher than a maximum temperature that may be attained by operating
5 the system (100) as per the Fig. 2 and lower than a minimum temperature that may be attained by
operating the system (100) as per the heating cycle. For example, the occupant may select 25 degree temperature which may be higher than a maximum temperature [24 degrees] that may be attained by operating the system (100) as per the Fig. 2 and lower than a minimum temperature [26 degrees] that may be attained by operating the system (100) as per the heating cycle. Upon
10 such temperature selection by the occupant, the control unit (202) may operate the first coolant
circuit (L1), the refrigerant circuit (L2, L5) and the second coolant circuit (L3, L4) as per Fig. 1, and may operate the first path (L6) of the coolant regulation circuit (L6, L7) as seen in Fig. 4. That is, the fourth heat exchanger (140) may receive the cooled coolant from the third heat exchanger (130) and also receive the hot coolant which may be channelized through the first path (L6) of the
15 coolant regulation circuit (L6, L7). The cold coolant and the hot coolant in the fourth heat
exchanger (140) may regulate the temperature of the air being channelized from the blower to condition the cabin as per the occupant’s requirement. For instance, the air may first be cooled and then heated, before being supplied to the passenger cabin. Although the figure illustrates that the fourth heat exchanger (140) performs both the cooling and the heating, in an embodiment, the
20 fourth heat exchanger (140) may perform the cooling only. Further, an additional heat exchanger
may be provided in tandem with the fourth heat exchanger (140). The additional heat exchanger may receive the cooled air and also the heated coolant, and may cause exchange of heat from the coolant to the air.
25 [052] In an operational embodiment, as seen in Fig. 5, the occupant may actuate the HVAC unit
(201) for heating the cabin air. Further, based on ambient conditions around the vehicle (200) the control unit (202) may determine a requirement for de-humidifying the cabin air for passenger comfort. In case there is a requirement for heating and de-humidifying the cabin air, the control unit (202) may operate the system (100) as per the heating cycle and operate the coolant regulation
30 circuit (L6, L7). That is, the control unit (202) may operate the first coolant circuit (L1), the
refrigerant circuit (L5) and the second coolant circuit (L3, L4) as per the heating cycle and may
18

operate the first path (L6) of the coolant regulation circuit (L6, L7) as seen in Fig. 5. That is, the
fourth heat exchanger (140) may receive the hot coolant from the third heat exchanger (130) and
also receive the coolant which may be channelized through the first path (L6) of the coolant
regulation circuit (L6, L7). The hot coolant when being mixed with the coolant from the first
5 coolant circuit (L1) may de-humidify the fluid [channelized by the blower] being heated at the
fourth heat exchanger (140), thereby enabling heating and de-humidifying the cabin air.
[053] In another operational embodiment, as seen in Fig. 6, the control unit (202) may detect a frosting condition of the coolant in the first coolant circuit (L1). That is, the control unit (202) may
10 detect frosting condition of the coolant in the first heat exchanger (110) when the ambient
temperature around the vehicle (200) may be below a predefined limit [temperature which may cause frosting of the coolant]. In addition, the HVAC unit (201) may also be operated by the occupant for heating the cabin air in tandem with the requirement for de-frosting the first coolant circuit (L1). Under this condition, the control unit (202) may operate the system (100) in the
15 heating cycle for heating the cabin air. Simultaneously, the control unit (202) may operate the
coolant regulation circuit (L6, L7) for de-frosting the first coolant circuit (L1). That is, the control unit (202) may operate the second path (L7) of the coolant regulation circuit (L6, L7). Upon activating the second path (L7), the heated coolant from the third heat exchanger (130) may be channelized downstream of the first heat exchanger (110), thereby de-frosting the coolant and the
20 first heat exchanger (110).
[054] It should be imperative that the system (100) and any other elements described in the above
detailed description should not be considered as a limitation with respect to the figures. Rather,
variation to such construction and method should be considered within the scope of the detailed
25 description.
Equivalents:
[055] With respect to the use of substantially any plural and/or singular terms herein, those
having skill in the art can translate from the plural to the singular and/or from the singular to the
30 plural as is appropriate to the context and/or application. The various singular/plural permutations
may be expressly set forth herein for sake of clarity.
19

[056] It will be understood by those within the art that, in general, terms used herein, and
especially in the appended claims (e.g., bodies of the appended claims) are generally intended as
“open” terms (e.g., the term “including” should be interpreted as “including but not limited to,”
the term “having” should be interpreted as “having at least,” the term “includes” should be
5 interpreted as “includes but is not limited to,” etc.). It will be further understood by those within
the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the
10 use of such phrases should not be construed to imply that the introduction of a claim recitation by
the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the
15 same holds true for the use of definite articles used to introduce claim recitations. In addition, even
if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a
20 convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction
is intended in the sense one having skill in the art would Understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.”
25 is used, in general such a construction is intended in the sense one having skill in the art would
understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms
30 in the description, claims, or drawings, should be understood to contemplate the possibilities of
20

including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”
[057] In addition, where features or aspects of the disclosure are described in terms of Markush
5 groups, those skilled in the art will recognize that the disclosure is also thereby described in terms
of any individual member or subgroup of members of the Markush group.
[058] While various aspects and embodiments have been disclosed herein, other aspects and
embodiments will be apparent to those skilled in the art. The various aspects and embodiments
10 disclosed herein are for purposes of illustration and are not intended to be limiting, with the true
scope.
21

Referral Numerals:

Reference Number Description
200 Vehicle
201 HVAC unit
202 Control unit
100 System
10 First pump
20 First reservoir
21 Second reservoir
30 Compressor
40 Throttle valve
50 First valve
51 Second valve
52 Third valve
53 Fourth valve
54 Fifth valve
55 Sixth valve
56 Seventh valve
57 Eighth valve
58 Ninth valve
60 First cutoff valve
61 Second cutoff valve
62 First conduit
63 Second conduit
70 Heater
110 First heat exchanger
120 Second heat exchanger
130 Third heat exchanger
140 Fourth heat exchanger
22

150 Battery unit
L1 First coolant circuit
L2, L5 Refrigerant circuit
L3, L4 Second coolant circuit
L6 First path
L7 Second path
23

We Claim:
1. A thermal management system (100) for a vehicle (200), comprising: a first coolant circuit (L1) comprising:
a first heat exchanger (110) adapted to enable heat exchange between ambient air and a coolant flowing in the first coolant circuit (L1); and
a second heat exchanger (120) fluidly coupled to the first heat exchanger (110); a refrigerant circuit (L2, L5) comprising:
a compressor (30) fluidly connected to the second heat exchanger (120), the compressor (30) adapted to compress a refrigerant flowing in the refrigerant circuit (L2, L5), wherein the second heat exchanger (120) adapted to enable heat exchange between the refrigerant flowing in the refrigerant circuit (L2, L5) and the coolant flowing in the first coolant circuit (L1); and a second coolant circuit (L3, L4) comprising:
a third heat exchanger (130) fluidly coupled to the compressor (30), adapted to enable heat exchange between the coolant flowing in the second coolant circuit (L3, L4) and the refrigerant flowing in the refrigerant circuit (L2, L5); and
a fourth heat exchanger (140, 141) fluidly coupled to the third heat exchanger (130), the fourth heat exchanger (140, 141) adapted to enable heat exchange between the coolant flowing in the second coolant circuit (L3, L4) and cabin air of the vehicle (200); and
a coolant regulation circuit (L6, L7), fluidically connecting the first coolant circuit (L1) and the second coolant circuit (L3, L4), the coolant regulation circuit (L6, L7) being adapted to selectively channelize the coolant between the first coolant circuit (L1) and the second coolant circuit (L3, L4) for regulating temperature of the coolant; and
a control unit (202) communicatively coupled to the first coolant circuit (L1), the refrigerant circuit (L2, L5), the second coolant circuit (L3, L4) and coolant regulation circuit (L6, L7), the control unit (202) is configured to:
determine requirement for heat exchange between the coolant in the first coolant circuit (L1) and the coolant in the second coolant circuit (L3, L4); and

operate the coolant regulation circuit (L6, L7) selectively based on determined requirement.
2. The thermal management system (100) as claimed in claim 1, wherein the coolant
regulation circuit (L6, L7) is defined with a first path (L6) comprising:
a first valve (50) disposed in the first coolant circuit (L1); and
a first conduit (62) fluidically coupling the first valve (50) with the second coolant
circuit (L3, L4);
wherein the control unit (202) is to configured to operate the first valve (50) to
channelize coolant from the first coolant circuit (L1) to the second coolant circuit (L3, L4),
in response to a requirement to increase temperature of cabin air that is regulated by the
coolant flowing in the second coolant (L3, L4).
3. The thermal management system (100) as claimed in claim 1, wherein the coolant
regulation circuit (L6, L7) is defined with a second path (L7) comprising:
a second valve (51) disposed in the first coolant circuit (L1);
a second conduit (63) fluidically coupling the second valve (51) with the third heat exchanger (130);
a ninth valve (58) disposed in the second coolant circuit (L3, L4); and
a third conduit fluidically coupling the ninth valve (58) with the first heat exchanger (110);
wherein the control unit (202) is to configured to operate the second valve (51) and the ninth valve (58) to channelize coolant from the second coolant circuit (L3, L4) to the first coolant circuit (L1), in response to a requirement to increase temperature of the coolant flowing in the first heat exchanger (110).
4. The thermal management system (100) as claimed in claim 1, wherein the refrigerant
circuit (L2, L5) comprises a third valve (52) and a fourth valve (53) disposed in fluid
communication with the compressor (30), the third valve (52) and the fourth valve (53) are
configured to selectively regulate flow direction of the refrigerant through the compressor
(30) in the refrigerant circuit (L2, L5).

5. The thermal management system (100) as claimed in claim 4, wherein the control unit (202) is configured to operate the third valve (52) and the fourth valve (53) for selectively channelizing the compressed refrigerant, to the second heat exchanger (120) in response to requirement of cooling the cabin air, and to the third heat exchanger (130) in response requirement of heating temperature of the cabin air.
6. The thermal management system (100) as claimed in claim 1, wherein the refrigerant circuit (L2, L5) comprises:
a throttle valve (40), fluidly connected between the third heat exchanger (130) and the second heat exchanger (120), the throttle valve (40) is configured to regulate pressure of the refrigerant in the refrigerant circuit (L2, L5); and
a sixth valve (55) and a seventh valve (56) disposed in fluid communication with the throttle valve (40), the sixth valve (55) and the seventh valve (56) are configured to selectively regulate flow direction of the refrigerant through the throttle valve (40) in the refrigerant circuit (L2, L5).
7. The thermal management system (100) as claimed in claim 1, wherein the second coolant circuit (L3, L4) is fluidly connected to a battery unit (150) of the vehicle (200) and configured to regulate temperature of the battery unit (150).
8. A vehicle (200), comprising:
a passenger cabin;
a heating ventilating and air conditioning (HVAC) unit (201) to regulate temperature of the passenger cabin; and
a thermal management system (100) operatively coupled to the HVAC unit (201), thermal management system (100) comprising:
a first coolant circuit (L1) comprising:
a first heat exchanger (110) adapted to enable heat exchange between ambient air and a coolant flowing in the first coolant circuit (L1); and
a second heat exchanger (120) fluidly coupled to the first heat exchanger (110);

a refrigerant circuit (L2, L5) comprising:
a compressor (30) fluidly connected to the second heat exchanger (120), the compressor (30) adapted to compress a refrigerant flowing in the refrigerant circuit (L2, L5), wherein the second heat exchanger (120) adapted to enable heat exchange between the refrigerant flowing in the refrigerant circuit (L2, L5) and the coolant flowing in the first coolant circuit (L1); and a second coolant circuit (L3, L4) comprising:
a third heat exchanger (130) fluidly coupled to the compressor (30), adapted to enable heat exchange between the coolant flowing in the second coolant circuit (L3, L4) and the refrigerant flowing in the refrigerant circuit (L2, L5); and
a fourth heat exchanger (140, 141) fluidly coupled to the third heat exchanger (130), the fourth heat exchanger (140, 141) adapted to enable heat exchange between the coolant flowing in the second coolant circuit (L3, L4) and cabin air of the vehicle (200); and
a coolant regulation circuit (L6, L7), fluidically connecting the first coolant circuit (L1) and the second coolant circuit (L3, L4), the coolant regulation circuit (L6, L7) being adapted to selectively channelize the coolant between the first coolant circuit (L1) and the second coolant circuit (L3, L4) for regulating temperature of the coolant; and
a control unit (202) communicatively coupled to the first coolant circuit (L1), the refrigerant circuit (L2, L5), the second coolant circuit (L3, L4) and coolant regulation circuit (L6, L7), the control unit (202) is configured to:
determine requirement for heat exchange between the coolant in the first coolant circuit (L1) and the coolant in the second coolant circuit (L3, L4); and
operate the coolant regulation circuit (L6, L7) selectively based on determined requirement.

9. The vehicle (200) as claimed in claim 8, wherein the coolant regulation circuit (L6, L7) is
defined with a first path (L6) comprising:
a first valve (50) disposed in the first coolant circuit (L1); and
a first conduit (62) fluidically coupling the first valve (50) with the second coolant
circuit (L3, L4);
wherein the control unit (202) is to configured to operate the first valve (50) to
channelize coolant from the first coolant circuit (L1) to the second coolant circuit (L3, L4),
in response to a requirement to increase temperature of cabin air that is regulated by the
coolant flowing in the second coolant (L3, L4).
10. The vehicle (200) as claimed in claim 8, wherein the coolant regulation circuit (L6, L7) is
defined with a second path (L7) comprising:
a second valve (51) disposed in the first coolant circuit (L1);
a second conduit (63) fluidically coupling the second valve (51) with the third heat exchanger (130);
a ninth valve (58) disposed in the second coolant circuit (L3, L4); and
a third conduit fluidically coupling the ninth valve (58) with the first heat exchanger (110);
wherein the control unit (202) is to configured to operate the second valve (51) and the ninth valve (58) to channelize coolant from the second coolant circuit (L3, L4) to the first coolant circuit (L1), in response to a requirement to increase temperature of the coolant flowing in the first heat exchanger (110).
11. The vehicle (200) as claimed in claim 8 comprises a drivetrain and a battery unit (150)
operatively coupled to the drivetrain, wherein the second coolant circuit (L3, L4) is fluidly
connected to the battery unit (150) and is configured to regulate temperature of the battery
unit (150).