FORM 2
THE PATENT ACT 1970
(as amended)
[39 OF 1970]
&
The Patents Rules, 2003
COMPLETE SPECIFICATION
[See Section 10 and Rule 13]
TITLE: "A THERMAL MANAGEMENT SYSTEM OF AN ELECTRICAL VEHICLE AND METHOD THEREOF"
Name and address of the Applicant:
TATA MOTORS LIMITED, an Indian company having its registered office at
Bombay house, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001, Maharashtra,
INDIA.
Nationality: INDIAN
The following specification particularly describes the invention the manner in which it is to be performed.

TECHNICAL FIELD
Embodiments of the present disclosure relates to an electric vehicle, more particularly embodiments relates to a thermal management system of the electric vehicle.
BACKGROUND OF DISCLOSURE
An extremely large percentage of the world's vehicles run on gasoline using an internal combustion engine. The use of such vehicles, more specifically the use of vehicles which rely on fossil fuels, i.e., gasoline, creates two problems. First, due to the finite size and limited regional availability of such fuels, major price fluctuations and a generally upward pricing trend in the cost of gasoline are common, both of which can have a dramatic impact at the consumer level. Second, fossil fuel combustion is one of the primary sources of carbon dioxide, a greenhouse gas, and thus one of the leading contributors to global warming. Accordingly, considerable effort has been spent on finding alternative drive systems for use in both personal and commercial vehicles.
Electric vehicles offer one of the most promising alternatives to vehicles that use internal combustion drive trains. One of the principal issues involved in electrical vehicles is more complex thermal management system when compared to the internal combustion engine vehicles. A typical electrical vehicle power train contains several devices that must be heated and/or cooled to operate at different temperatures, for example the drive motor, power electronics and the battery itself as illustrated in FIG. 1. For devices such as batteries the ideal temperature range varies according to operating mode, hence on-demand heating and cooling should be provided to the battery for its efficient operation.
Further, in an electrical vehicle energy used for operating the thermal management system is utilized from the battery. Hence, it will have a significant impact on vehicle driving range.
The conventional thermal management system in an electrical vehicle comprises two cooling unit one for cooling the power train and other for cooling the battery pack. Hence, each cooling unit requires its own components (e.g., pumps, valves, etc.) for its

operation. Therefore, the conventional thermal management system of the electrical vehicle consumes more energy stored in the battery and it will have a significant impact on vehicle driving range.
In light of forgoing discussion, it is necessary to provide a thermal management system for an electrical vehicle which operates depending on the requirement of the vehicle, and consume less energy from the battery.
OBJECTIVES OF THE DISCLOSURE
One object of the present disclosure is to provide a thermal management system for an electrical vehicle which consumes less power from the battery.
One object of the present disclosure is to provide a thermal management system for an electrical vehicle which operates based on vehicle demand.
One object of the present disclosure is to provide a management system for an electrical vehicle which maintains temperature of the battery, power train components within the working limits.
STATEMENT OF THE DISCLOSURE
Accordingly, the present disclosure provides a thermal management system of an electrical vehicle, said system comprising: a first coolant circuit for thermal conditioning of the power train components of said vehicle; a second coolant circuit for thermal conditioning of battery module of said vehicle; a valve fluidly connected to said first and second circuit and selectively connecting said first and second circuits; said second coolant circuit further comprising; a second coolant flow line directing coolant flow through the battery module; a chiller in the coolant flow line configured to cool the coolant; a heater in the coolant flow line configured to heat the coolant; an auxiliary pump in the coolant flow line for pumping the coolant, and also provides for a method of controlling thermal management system of an electrical vehicle, said method comprising the steps of: detecting coolant temperatures in coolant flow line, battery module and/or ambient temperature; performing an operation based on measured temperature values,

said operation selected from at least one of: connecting first coolant circuit for Powertrain components and second coolant circuit for battery module in single loop mode; operating first coolant circuit for Powertrain components and second coolant circuit for battery module separately in dual loop mode; operating first coolant circuit for Powertrain components and second coolant circuit for battery module separately in dual loop mode, in which a heater in a second coolant circuit is activated to heat the coolant flowing through the secondary coolant for heating the battery; operating first coolant circuit for Powertrain components and second coolant circuit for battery module separately in dual loop mode, in which a chiller in a second coolant circuit is activated to cool the coolant flowing through the secondary coolant flow line for cooling the battery.
SUMMARY OF THE DISCLOSURE
The shortcomings of the prior art are overcome and additional advantages are provided through the provision of system and method 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.
One embodiment of the present disclosure provides a thermal management system of an electrical vehicle. The system comprises a first coolant circuit for thermal conditioning of the power train components of said vehicle, a second coolant circuit for thermal conditioning of battery module of said vehicle and a valve fluidly connected to said first and second circuit and selectively connecting said first and second circuits. The second coolant circuit further comprises, a second coolant flow line directing coolant flow through the battery module, a chiller in the coolant flow line configured to cool the coolant, a heater in the coolant flow line configured to heat the coolant and an auxiliary pump in the coolant flow line for pumping the coolant.
In an embodiment of the present disclosure, a refrigerant line with a refrigerant flow control valve bypassed from a refrigerant flow line of a Heat Ventilating Air Conditioning circuit of said vehicle connected to the chiller.

In an embodiment of the present disclosure, the first cooling circuit includes a first coolant flow line directing coolant through a motor, motor control unit and power distribution unit and a main pump in the coolant flow line for pumping the coolant.
In an embodiment of the present disclosure, the first coolant flow line connected to a radiator for cooling the coolant.
In an embodiment of the present disclosure, said refrigerant valve is configured for controlling the flow of the refrigerant through the chiller.
In an embodiment of the present disclosure, the Heat Ventilating Air Conditioning circuit includes a compressor, an expansion valve, a shutoff valve and a condenser for supplying the cooled air to the cabin of the electrical vehicle.
In an embodiment of the present disclosure, the valve is a four-way valve with four ports for receiving inlet and outlet of said circuits.
An embodiment of the present disclosure is also relates to a method of controlling thermal management system of an electrical vehicle. The method comprises steps of: detecting coolant temperatures in coolant flow line, battery module and/or ambient temperature. And performing an operation based on measured temperature values, said operation selected from at least one of: connecting first coolant circuit for Powertrain components and second coolant circuit for battery module in single loop mode; operating first coolant circuit for Powertrain components and second coolant circuit for battery module separately in dual loop mode; operating first coolant circuit for Powertrain components and second coolant circuit for battery module separately in dual loop mode, in which a heater in a second coolant circuit is activated to heat the coolant flowing through the secondary coolant for heating the battery; operating first coolant circuit for Powertrain components and second coolant circuit for battery module separately in dual loop mode, in which a chiller in a second coolant circuit is activated to cool the coolant flowing through the secondary coolant flow line for cooling the battery.

In an embodiment of the present disclosure, the single and dual loop mode operations of the system are performed by controlling the valve.
BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES
The novel features and characteristic 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 embodiment 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:
FIG. 1 illustrates a graph of working temperature range of electrical vehicle.
FIG. 2a illustrates a thermal management system of an electrical vehicle according to present disclosure.
FIG. 2b illustrates dual loop mode operation of a thermal management system of an electrical vehicle according to present disclosure.
FIG. 3 illustrates a schematic of the thermal management unit with the vehicle electrical architecture.
FIG. 4 illustrates a flow chart of method of operating a thermal management system of the present disclosure.
FIG. 5 illustrates a graphical representation showing operation of the system in single and dual loop mode operation.
FIG. 6 illustrates cooling pump logic as an embodiment of the present disclosure.
FIG. 7 illustrates radiator and condenser fan logic as an embodiment of the present disclosure.

FIG. 8 illustrates graphical representation of battery heating and/or cooling strategy as an embodiment of the present disclosure.
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 structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
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 form the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristic of the disclosure, both as to its organization and method of operation, 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.
To overcome the drawbacks mentioned in the background a thermal management system for an electrical vehicle is provided. The system operates in both single and dual loops based on the vehicle demand. The system comprises main units such as primary coolant circuit for cooling the power train components, secondary coolant circuit fluidly connected to the primary coolant circuit through a valve for battery thermal management and an air conditioning circuit for cabin thermal management.

FIG. 2a is an exemplary embodiment which illustrates a thermal management system (200) of an electrical vehicle. The system (200) comprises a primary coolant circuit (A) for cooling the power train components (201c, 201d and 201e), secondary coolant circuit (B) fluidly connected to the primary coolant circuit (A) through a 4- way valve (203) for battery thermal management and a HVAC circuit (C) for cabin thermal management of an electrical vehicle.
The primary coolant circuit (A) consists of a main pump (201a) for supplying the coolant through the first coolant flow line (201) to the power train components such as motor (201e), motor control unit (201d) and power distribution unit (201c) for cooling. A radiator (201b) is provided in the first coolant flow line (201) for dissipating the heat contained in the coolant to the atmosphere. The radiator fan is provided in the front-end of the radiator (201b) for supplying air to the radiator (201b) for cooling the coolant. In one embodiment, the radiator fan is a Pulse Width Module driven and is interfaced with the vehicle control unit for providing air flow based on the vehicle demand. The primary coolant circuit (A) maintains the temperature of the power train components within the predetermined limits.
The secondary coolant circuit (B) fluidly connected to the primary coolant circuit (A) using a 4-way valve (203) for battery thermal management. Said secondary circuit (B) consists of an auxiliary pump (202c) for supplying the coolant through the secondary flow line (202) to the chiller (202a) and/or heater (202b) for maintaining the temperature of the battery pack within the predetermined limit. The secondary flow line (202) running through the battery pack for cooling or heating the battery pack as per the requirement. In one embodiment, the chiller (202a) cools the coolant flowing in the second coolant flow line (202) if the temperature of battery pack exceeds predetermined limit, by exchanging heat between coolant and the chiller. A refrigerant bypassed through a bypass line (204a) from a refrigerant flow line of a Heat Ventilating Air Conditioning circuit (C) is connected to the chiller. . In contrary the heater (202b) heats the coolant flowing through the second coolant flow line (202), if the temperature of the battery pack falls below the predetermined limit. The coolant is circulated in the secondary circuit (202) by an auxiliary pump (202c) or by the main pump (201a) when the circuits are combined. A

solenoid operated refrigerant valve (204f) is equipped with the chiller (202a) for controlling the flow of the refrigerant through the chiller (202a).
The 4-way valve (203) is fluidly connected in between the primary coolant circuit (A) and the secondary coolant circuit (B). Said valve (203) is interfaced with the control unit of the vehicle for operating the thermal management system (200) in single loop mode and dual loop mode based on the vehicle demand. The coolant used in primary and secondary cooling circuits is ethylene glycol/water mix.
The HVAC circuit (C) is provided for cabin thermal management of an electrical vehicle. The HVAC circuit (C) includes an electrical compressor (204d), expansion valve (204b) and a condenser (204e) for supplying the heated/cooled air to the cabin of the electrical vehicle. A condenser fan is provided in the front end of the condenser (204e) for supplying air into the condenser (204e) for cooling the refrigerant to convert the refrigerant from liquid phase to gaseous phase. Heat from the refrigerant is ejected to the ambient via condenser (204e) with airflow from twin pulse width module controlled fans, one of which also provides radiator airflow. In one embodiment, a standard conventional evaporator is used in heat ventilating air conditioning circuit (C). And the coolant-filled heater is been replaced by a high-voltage positive temperature coefficient heater which is the cabin heat source. In one embodiment, an evaporator (204b) is equipped with the mechanically operated thermal expansion valve TXV valve for controlling the flow of the refrigerant through the evaporator (204b).
FIG. 2b is an exemplary embodiment which illustrates loop mode operation of a thermal management system of an electrical vehicle. The thermal management system (200) operates in single loop mode when the temperature of battery is in the range of TL°c to TH c. During single loop mode operation the main pump (201a) circulates the coolant to both primary and secondary circuits (A and B). The chiller, heater and auxiliary pump will remain inactive during single loop mode operation. The thermal management system (200) operates in dual loop mode when the temperature of battery falls below TL0c and/ or when the temperature of the battery exceeds TH. The temperature TL can be preferably set at 5°c and the TH between 25 to 30°c . A dual mode operation also possible when the

battery module is at an idle temperature under favorable ambient temperature and vehicle running conditions which can keep the battery in idle temperature. The first coolant circuit will be active to cool the power train components whereas the second coolant circuit will be inactive as the battery module is at an idle temperature. The auxiliary pump (202c) will be shutoff to avoid the coolant circulation through second circuit.
In one embodiment, when of the temperature battery pack falls below TL°c the control unit shutoff the 4-way valve (203) and creates dual loop mode operation of the thermal management system (200). Then the auxiliary pump (202c) supplies the coolant through a secondary flow line (202), and said coolant is heated via heater (202b) for increasing the temperature of the battery pack. Alternatively in this condition the battery management system can still continue in the single loop mode when the first coolant circuit is sufficiently heated by the heat dissipating from the Powertrain components and with or without considering the ambient temperature. In this single mode operation the heated coolant in first circuit is circulated through the battery module to maintain the temperature.
In one embodiment, when the temperature battery pack exceeds TH°C the control unit shutoff the 4-way valve (203) and creates dual loop mode operation of the thermal management system (200). The refrigerant of HVAC circuit is bypassed through the chiller by controlling the valve (204f) and the auxiliary pump (202c) supplies the coolant through a secondary flow line (202) cooled by chiller (202a). The chiller (202a) exchanges the heat between coolant flowing through the second coolant flow line (202) and a refrigerant bypassed from a refrigerant flow line (204) of a Heat Ventilating Air Conditioning circuit (C) for cooling the battery pack.
FIG. 3 is an exemplary embodiment which is a schematic of the thermal management unit with the vehicle electrical architecture. All thermal control functions for cabin, battery and power train are integrated in a single control module known as the thermal management unit. The thermal management unit is a microcontroller in which an applications are implemented for the automatically controlling the temperature of the

cabin, battery and power train. The thermal management system performs the following main functions:
- Receive hardwired customer inputs from the front panel control and directly control the cabin heat ventilating air-conditioning unit blower motor and door actuators.
- Control the electric compressor via private control area network bus.
- Request cabin positive temperature coefficient heater operation via control area network. The high-voltage positive temperature coefficient heater is controlled directly by high-voltage Pulse-Width Modulation (PWM) from the power distribution unit.
Receive component temperature information from the motor control unit, power
r
distribution unit and Battery Management System (BMS).
- Directly control power train thermal management devices i.e. coolant pumps and diverter valve, front-end cooling fans and refrigerant shutoff valves.
- Request battery heater operation via control area network. The high-voltage battery heater is controlled directly by a high-voltage pulse width module connection from the battery management system.
The vehicle management control unit controls the motor and motor control unit through a private Control Area Network and the Power Distribution Unit controls the PTC cabin heater based on cabin internal temperature and PTC heater demand. The battery management system controls the battery coolant heater based on battery temperatures and battery coolant heater demand.
FIG. 4 is an exemplary embodiment which illustrates a flow chart of method of operating a thermal management system. The vehicle control unit measures the temperature of power train, Motor Control Unit (201d) and battery management unit as shown in (401). Then the vehicle control unit compares the measured temperature values of power train,

Motor Control Unit (201d) and battery management unit with the preset temperature values of power train, Motor Control Unit (201d) and battery management unit (402). If the measured temperature is between TL-TH (403) then the vehicle control unit operates the thermal management system (200) in a single loop mode operation (404). In the single loop mode operation the main pump (201a) supplies coolant to both primary and secondary coolant circuits (A and B). If the measured temperature falls below TL (405), then the control unit shut off the 4-way valve to create dual loop mode operation of the thermal management system (406). Then the control unit operates the auxiliary pump (202c) for supplying coolant to the heater (202b) through the second coolant flow line (202) for heating the battery pack (407). If the measured temperature exceeds TH (408) then the control unit shut off the 4-way valve (204) to create dual loop mode operation of the thermal management system (409). Then the control unit operates the auxiliary pump (202c) for supplying coolant to the activated chiller (202a) through the second coolant flow line (202) for cooling the battery pack (410). The chiller (202a) exchanges heat contained coolant with the refrigerant by passed from the refrigerant flow line (204) of the Heat ventilating air conditioning circuit (C).
Further the operation of the thermal management system (200) in single and dual loop mode can also be depend on the ambient temperature. The operation of heater (202b) and the chiller (202a) for heating and/or cooling the coolant flowing through the secondary coolant flow line (202) is greatly influenced by the ambient temperature. The controller measures the ambient temperature to operate the chiller (202a) to cool the coolant flowing through the secondary coolant flow line (202), if the ambient temperature is more than the battery module temperature then controller will activate the chiller (202a) to cool the coolant, else the controller will not activate the chiller (202a). The controller measures the ambient temperature to operate the heater (202b) to heat the coolant flowing through the secondary coolant flow line (202), if the ambient temperature is less than the battery module temperature then controller will activate the heater (202b) to heat the coolant, else the controller will not activate the heater (202b).
FIG. 5 is an exemplary embodiment which illustrates graphical representation showing operation of the system (200) in single and dual loop mode operation. The thermal

management system (200) operates in single loop mode in normal ambient temperatures. During normal ambient temperatures i.e. TL-TH preferably 5-25°C the target is to utilize the main pump (201a) and radiator (201b) to cool both the power train and the battery. One key element of this will be accurately defining from duty cycles, ambient conditions and soaked temperatures, the duration that the system will likely stay in this single network mode. If the battery temperature can be regulated using the conventional cooling system alone, it will reduce the duty of the A/C system. If the battery temperature increases, then the chiller (202a) can be gradually introduced to manage battery and motor (201e) temperatures together.
FIGS. 6 and 7 are exemplary embodiments illustrating cooling pump (201a) logic and radiator & condenser fan logic of the present disclosure. The thermal requirements of the electrical vehicle are summarized as follows.
- The temperature of the battery of the electrical vehicle should be maintained in the range 20-30°C during discharge to maximise performance and range. Charging effectiveness begins to reduce below 25°C.
- The temperature of the power distribution unit (201c) must not be allowed to exceed 80°C in order to avoid DC-DC converter performance derating.
- The temperature of the motor control unit (201d) coolant inlet temperature must not be allowed to exceed 55°C to avoid power derating.
The thermal management unit receives temperature signals from the motor control unit (201d), power distribution unit (201c) and battery management system over the vehicle CAN network. Both instantaneous temperatures and their rate of change are monitored by the thermal management unit and if any component requires cooling then the main coolant pump (201a), radiator and condenser fans are turned on progressively. The cooling fan demand is calculated from a combination of motor control unit (201d), power distribution unit (201c) and cabin and battery cooling demands. Each front-end cooling fan is pulse width module controlled which are turned on by a control unit based on the vehicle cooling demand. At any point in time only the minimum electrical energy is used

to run the pump (201a) and cooling fans while maintaining the temperatures of the various powertrain components within the predefined range.
FIG. 8 is another exemplary embodiment which illustrates graphical representation of battery heating and/or cooling strategy of the present disclosure. The battery management system calculates instantaneous maximum and minimum cell temperatures from the large number of recorded cell temperatures and broadcasts these two values on control area network. The recorded temperatures are compared with the battery's ideal range for the current mode (i.e. charging or discharging mode) to determine the amount of heating or cooling required. Passive heating and cooling is used whenever possible, i.e. scavenging heat from powertrain components to heat the battery or using the front end radiator (201b) to cool battery coolant. In case battery requires more heating and/ or cooling then the active strategies employed, i.e. electrical coolant heater (202b) or A/C chiller (202a) are activated to heat and/or cool the battery based on the vehicle demand.
The strategy is implemented as follows:
If a small amount of battery heating is required and the main coolant temperature is at an appropriate level, then the system (200) operates in the single loop mode and warm water from the main circuit is pumped through the battery.
If a larger amount of battery heating is required or if the front coolant is cold then the system (200) operates in dual loop mode and activates the heater (202b) to heat the coolant circulate around the battery.
- If the battery requires a small amount of cooling and the front coolant is at an appropriate level then the system (200) operates in single loop mode and cool coolant from the first coolant circuit (A) is pumped to the second coolant circuit (B). The cooling fans will be operated if necessary.
- For larger amounts of cooling, the circuit is split and system (200) operates in dual loop mode and activates A/C chiller (202a) to cool the coolant circulate around the battery.

The thermal management system of present disclosure has fallowing advantages:
The present disclosure provides a thermal management system of an electrical vehicle which operates in single and dual loop mode based on the vehicle demand.
The present disclosure provides a thermal management system of an electrical vehicle which consumes less power from the battery, which improves efficiency of the electrical vehicle.
The present disclosure provides a thermal management system of an electrical vehicle which maintains temperature of the battery, power train components within the working limits and hence improves overall efficiency of the vehicle.
Equivalents
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 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.
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 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 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 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 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." 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, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of 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."
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 disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

Referral Numerals;
Reference Number Description
200 Thermal management system
201 First coolant flow line
201a Main pump
201b Radiator
201c Power distribution unit
201d Motor control unit
201e Motor
202 Second coolant flow line
202a Chiller
202b Heater
202c Auxiliary pump
203 Valve
204 Refrigerant flow line
204a Refrigerant bypass line
204b Evaporator
204c Shutoff valve
204d Electrical compressor
204e Condenser
400 Flow chart
A Primary coolant circuit
B Secondary coolant circuit
C Heat Ventilating Air-conditioning circuit

We claim
1. A thermal management system (200) of an electrical vehicle, said system
comprising:
a first coolant circuit (A) for thermal conditioning of the power train components of said vehicle;
a second coolant circuit (B) for thermal conditioning of battery module of said vehicle;
a valve (203) fluidly connected to said first (A) and second (B) coolant circuits and selectively connecting said first (A) and second (B) circuits; said second coolant circuit (B) further comprising;
a second coolant flow line (202) directing coolant flow through the battery module;
a chiller (202a) in the coolant flow line (202) configured to cool the coolant;
a heater (202b) in the coolant flow line (202) configured to heat the coolant;
an auxiliary pump (202c) in the coolant flow line (202) for pumping the coolant.
2. The system as claimed in claim 1, wherein a refrigerant line with a refrigerant flow control valve (204f) bypassed from a refrigerant flow line (204) of a Heat Ventilating Air Conditioning circuit (C) of said vehicle connected to said chiller (202a).
3. The system as claimed in claim 1. wherein the first cooling circuit (A) includes a first coolant flow line (201) directing coolant through a motor (201e), motor control unit (201d) and power distribution unit (201c) and a main pump (201a) in the coolant flow line (201) for pumping the coolant.
4. The system as claimed in claim I, wherein the first coolant flow line (201) connected to a radiator (201 b) for cooling the coolant.

5. The system as claimed in claim 1, wherein said refrigerant valve (204f) is configured for controlling the flow of the refrigerant through the chiller (202a).
6. The system as claimed in claim 1, wherein the Heat Ventilating Air Conditioning circuit (C) includes a compressor (204d), an expansion valve (204b), a shutoff valve (204c) and a condenser (204e) for supplying the cooled air to the cabin of the electrical vehicle.
7. The system as claimed in claim 1, wherein the valve (203) is a four-way valve with four ports for receiving inlet and outlet of said circuits (A, B).
8. A method of controlling thermal management system (200) of an electrical vehicle, said method comprising the steps of:
detecting coolant temperatures in coolant flow line (201), battery module and/or ambient temperature;
performing an operation based on measured temperature values, said operation selected from at least one of:
a) connecting first coolant circuit (A) for Powertrain components and second coolant circuit (B) for battery module in single loop mode;
b) operating first coolant circuit (A) for Powertrain components and second coolant circuit (B) for battery module separately in dual loop mode;
c) operating first coolant circuit (A) for Powertrain components and second coolant circuit (B) for battery module separately in dual loop mode, in which a heater (202b) in a second coolant circuit (B) is activated to heat the coolant flowing through the secondary coolant (202) for heating the battery;
d) operating first coolant circuit (A) for Powertrain components and second coolant circuit (B) for battery module separately in dual loop mode, in which a chiller (202a) in a second coolant circuit (B) is activated to cool the coolant flowing through the secondary coolant flow line (202) for cooling the battery.

9. The method as claimed in claim 8, wherein the single and dual loop mode operations of the system (200) is performed by controlling a valve (203) fiuidly connected to said first coolant circuit (A) and second coolant circuit (B).
10. A thermal management system of an electrical vehicle and a method of controlling thermal management system of an electrical vehicle are substantially as herein above described and as illustrated in accompanying drawings.