DE102021213210A1 - Thermal management system for a motor vehicle - Google Patents

Abstract

In order to create a thermal management system (100) for a motor vehicle (200), it is proposed that the thermal management system (100) has a flow channel (10) and a cooler system (20), the cooler system (20 ) comprises at least the following components:- a cooling unit (21); and - a fan module (22). The thermal management system (100) is primarily characterized in that a seal (30) is formed between the flow channel (10) and the cooling system (20).

Description

The invention relates to a thermal management system for a motor vehicle according to claim 1 and a motor vehicle according to claim 10.

• - ein Kühlaggregat; und
• - ein Lüftermodul.

The invention relates to a thermal management system for a motor vehicle, having a flow channel and a cooler system, the cooler system having at least the following components:

• - a cooling unit; and
• - a fan module.

In motor vehicles, thermal management systems are arranged, for example, in the front of the vehicle behind a radiator grille that is visible from the outside, with the radiator grille forming part of the vehicle's exterior silhouette. A blind structure for a vehicle heat exchanger is known, for example, from WO 2016/059 766 A1. According to the summary there, the blind structure can be arranged in front of or behind a vehicle heat exchanger (200) and is provided with an opening and closing device (402, 502a) capable of changing between a first state and a second state. The opening and closing device (402, 502a) is switched from the first state to the second state by the air flow when the speed of the air flow flowing from the front of the vehicle toward the vehicle heat exchanger (200) is greater than a predetermined value .

Furthermore, for example, from the DE 10 2009 035 086 A1 a heat exchanger for motor vehicles is known. According to the summary, the heat exchanger (1, 8, 15, 18, 28, 31, 32) has at least one flat heat transfer network (2, 33) and at least one air flow influencing device (3, 33), wherein the at least one air flow influencing device (3, 33) is formed in an outer area of the heat transfer device (1, 8, 15, 18, 28, 31, 32).

For example, from the EP 1 792 766 A1 a cooling device of a motor vehicle is known. According to paragraph [0034] there, a fairing frame 10 is provided in front of the engine 1 and carries a cooling unit 7 (cooling device) which includes a condenser 21 and a radiator 22 . The cooling unit 7 is designed to cool the cooling water of the engine 1 and the coolant of an air conditioning system with the inflowing air, which comes through a front grille 9 and/or through at least one air inlet 11 . According to the summary there, a fan hood 23, which is also included in the cooling unit 7, has a fan opening part 23a with an electric fan 24 and an opening section 23b with a plurality of openings 23c, 23c, ... which are essentially vertical are arranged in a line.

Furthermore, a cooling module for cooling an internal combustion engine of a motor vehicle is known, for example, from US 2008/0 257 286 A1. According to the summary there, the cooling module has an air duct device (7, 6) for ducting air with an overall flow cross section, at least two heat exchangers (2, 3) for cooling fluid flows, an air supply device (4, 4a, 4b) and a device arranged in the air flow for regulating the air mass flow on. It is proposed here that the air mass flow can be regulated in a partial cross section of the overall cross section by the device for regulating the air mass flow.

For example, an air conditioning system for motor vehicles is known from US 2003/0 019 232 A1. A cooling circuit with an electrically driven compressor, an external heat exchanger and a cooler is provided here, a drive motor being able to be cooled by means of a cooling fluid in the cooling circuit. The radiator is arranged in the airflow path of an outdoor fan, and an opening and closing device for opening and closing the airflow path of the outdoor heat exchanger is provided.

Furthermore, for example, from the JP 2000 320 331 A a cooling device for a motor vehicle is known. According to paragraph [0031] there, it is proposed that a metal or plastic cover 6 be arranged between the cooler 4 and the engine 1 and that a first space 31 and a second space 32 be created by means of this cover. A first air passage 61 , a second air passage 62 and a third air passage 63 are arranged between these two spaces 31 , 32 , the second air passage 62 being open or closable by means of a blind structure 8 .

• Für die steigenden Anforderungen bezüglich als schädlich eingestufter Emissionen und neuer Abgasnormen besteht der Zielkonflikt darin, dass die Netzflächen des Niedrig-Temperatur-Kühlers größer werden müssen, um die Ladeluft bestmöglich herunterzukühlen. Gleichzeitig müssen die Fahrzeugfronten zur Verkleinerung der Lufteintritte verschlossen werden, um den cw-Wert zu senken, sodass eine Verringerung der als schädlich eingestuften Emissionen, vor allem ein verminderter Kohlenstoffdioxid-Ausstoß, erzielt werden kann.

Compared to previously known thermal management systems, the invention is based on the object of solving the following problem with means that are as simple and inexpensive as possible:

• For the increasing requirements regarding emissions classified as harmful and new exhaust gas standards, the conflict of objectives is that the network areas of the low-temperature cooler must be larger in order to cool down the charge air as best as possible. At the same time, the vehicle fronts have to be closed to reduce the air intakes in order to reduce the cd value, so that the emissions classified as harmful can be reduced above all reduced carbon dioxide emissions can be achieved.

According to claim 1, the above object is achieved by forming a seal between the flow channel and the cooler system.

Advantageous developments of the invention are characterized in the dependent claims.

• - ein Kühlaggregat; und
• - ein Lüftermodul.

According to a first embodiment of the invention, a thermal management system for a motor vehicle is proposed, which has at least the following components: a flow channel and a cooler system, the cooler system comprising at least the following components:

• - a cooling unit; and
• - a fan module.

The thermal management system is primarily characterized in that a seal is formed between the flow channel and the cooling system.

It should be noted that the refrigeration unit comprises one or a plurality of components, one component being understood as a functional unit, for example a heat exchanger, which is available as a separate purchase component.

Furthermore, it should be pointed out that the seal against the inflowing air in the air path represents a flow obstacle, for example is completely airtight or a remaining flow through is negligible in terms of volume and/or speed.

In one embodiment, the seal is formed from installation material, for example a plastic foam, so that such a flow obstacle is formed, from which more air is held back than from a pure connection structure with a corresponding carrier used in a motor vehicle.

• - einen Kondensator für eine Fahrzeugklimatisierung;
• - einen Niedrig-Temperaturkühler;
• - einen Hauptwasserkühler; und
• - einen Ladeluftkühler.

In an advantageous embodiment of the thermal management system, the cooling unit includes at least one of the following components:

• - a condenser for vehicle air conditioning;
• - a low-temperature cooler;
• - a main water cooler; and
• - an intercooler.

In an advantageous embodiment of the thermal management system, the seal is formed between the flow channel and at least one component of the cooling unit.

In an advantageous embodiment of the thermal management system, the seal is formed between the flow channel and a low-temperature cooler, a main water cooler and/or an intercooler.

In an advantageous embodiment of the thermal management system, a preferably closable outlet opening is provided behind the cooler system in the inflow direction, with the outlet opening preferably forming a maximum opening angle of 10° to 30°.

In an advantageous embodiment of the thermal management system, when used in a motor vehicle, the outlet opening is arranged in its underbody.

In an advantageous embodiment of the thermal management system, the radiator system also includes a radiator shutter.

In an advantageous embodiment of the thermal management system, the radiator blind is arranged behind at least one, preferably all, components of the cooling unit in the inflow direction.

In an advantageous embodiment of the thermal management system, the fan module is arranged in the inflow direction behind the radiator blind.

According to a further aspect, a motor vehicle is proposed, having at least one drive machine and at least one left-hand drive wheel, which can be driven by means of the drive machine to propel the motor vehicle, the temperature of the at least one drive machine being able to be controlled by means of a thermal management system according to an embodiment according to the above description is.

• 1: in einer schematischen seitlichen Schnittansicht ein Thermo-Management-System ohne Kühlerjalousie,
• 2: in einer schematischen Schnittansicht von oben ein Thermo-Management-System ohne Kühlerjalousie,
• 3: in einer schematischen seitlichen Schnittansicht ein Thermo-Management-System mit Kühlerjalousie,
• 4: in einer schematischen Schnittansicht von oben ein Thermo-Management-System mit Kühlerjalousie, und
• 5: in einer schematischen seitlichen Schnittansicht ein Thermo-Management-System mit frontseitiger Kühlerjalousie.

Exemplary embodiments of the invention are explained in more detail below with reference to the drawings. Show it:

• 1 : in a schematic lateral sectional view, a thermal management system without radiator blinds,
• 2 : in a schematic sectional view from above, a thermal management system without radiator blinds,
• 3 : a schematic lateral sectional view of a thermal management system with radiator blinds,
• 4 : a thermal management system with radiator blinds in a schematic sectional view from above, and
• 5 : a schematic lateral sectional view of a thermal management system with a front radiator blind.

1 1 shows a thermal management system 100 without a radiator shutter 23 in a front section of a motor vehicle 200 in a schematic lateral sectional view. The arrangement in the front of a motor vehicle 200 is currently the most common application. Nevertheless, the thermal management system 100 proposed here can also be arranged, for example, in the rear or on the side or in a section in the underbody 50 of the motor vehicle 200 . The flow channel 10 has an inflow direction D from left to right according to the illustration, with the inlet being formed by a radiator grille 11 on the left according to the illustration. In the area of the radiator grille 11, a cross member 12 is shown schematically, which only optionally runs there and is preferably optimized in terms of flow for low turbulence and/or dead water zone. The radiator grille 11 itself is, for example, a net or grid, for example to prevent stone chips from entering and/or to ensure personal safety. A cooler system 20 with a cooling unit 21 is arranged below in the air path A of the flow channel 10 . A fan module 22 , for example a fan, follows the cooling unit 21 , here optionally directly. A drive machine 60 is arranged downstream in the flow direction D. Alternatively or additionally, it is another component, such as one or more auxiliary units, at least one transmission and/or a high-voltage battery. The space in which the drive machine 60 and/or other components are located is also referred to as the unit space. A drive wheel 70 is also shown purely schematically, by means of which the motor vehicle 200 shown here as a detail can be driven.

In this illustration, the cooling unit 21 comprises, in the inflow direction D from left to right, first a condenser C, then a low-temperature cooler LT and finally a main water cooler MC. The condenser C is provided for an air conditioning system of the motor vehicle 200, for example. Often the cross-section of a condenser C is smaller than that of the other heat exchangers of the refrigeration unit 21. It is therefore advantageous to place the condenser C in the air path A first. In addition, the condenser C thus receives air with the greatest thermal capacity in the air path A. The condenser C can therefore be operated very efficiently. In the same logic, the low-temperature cooler LT is preferably arranged in the air path A before the main water cooler MC for higher efficiency. Any other heat exchanger, such as an intercooler, or other components that are to be cooled themselves, that is to say that generate heat themselves, can be integrated in the cooling unit 21 and the sequence can be adapted. The configuration shown is advantageous, for example, for a drive comprising an internal combustion engine. For a purely electric drive, for example, only the condenser C and the low-temperature cooler LT are provided, preferably in the inflow direction D first the low-temperature cooler LT and then the condenser C. Furthermore, the cooling unit 21 is pre-assembled as a structural unit in the thermal management system 100 or in the motor vehicle 200 can be assembled or is only assembled in situ, at least in part.

It is now shown here that a seal 30 is formed between the cooling unit 21 and the flow channel 10, ie its wall. Irrespective of the embodiment of the thermal management system 100 , the flow duct 10 is here delimited from above by an upper duct wall 13 . The seal 30 is formed circumferentially (see 2 ). The entire inflowing air is thus forced to flow through the cooling unit 21 . A very high degree of efficiency of the cooling unit 21 is thus achieved. In addition, the turbulence of the air path A can thus be reduced.

In the embodiment shown, the seal 30 is optionally formed between the low-temperature cooler LT, the main water cooler MC and the wall of the flow channel 10 . The seal 30 is not formed between the condenser C and the wall of the flow channel 10 because the condenser C used has a smaller flow cross section than the subsequent components of the cooling unit 21 . The inflow can thus be utilized more efficiently and there is less back pressure than if the condenser C were sealed off from the wall of the flow channel 10 .

It should be noted that the seal 30 is preferably designed to be airtight. A leak is to be avoided under technical feasibility and taking into account the costs. A leakage is preferably so small that this additional air volume flow has a negligible, preferably no, influence on the air path A and its turbulence.

2 shows a schematic sectional view from above of a thermal management system 100 without a radiator blind 23 in a front section of a motor vehicle 200, for example as in FIG 1 shown. Without excluding the general public, the in 1 embodiment shown and the description there referenced. In contrast to the embodiment according to FIG 1 or, in contrast to the section of the seal 30 shown there, arranged in front of the low-temperature cooler LT. However, the seal 30 is not formed between the condenser C and the wall of the flow channel 10 either. Here the flow channel 10 is delimited by a first side wall 14, shown at the bottom or opposite to the direction of flow D on the left, and a second side wall 15, shown at the top or opposite to the direction of flow D on the right.

3 shows a schematic lateral sectional view of a thermal management system 100 with a radiator blind 23 in a front section of a motor vehicle 200, for example as in FIG 1 shown. Without excluding the general public, the in 1 embodiment shown and the description there referenced.

A radiator shutter 23 is also provided here. Here it is optionally arranged between the cooling unit 21 and the fan module 22 . One advantage of this arrangement is that the radiator blind 23 is thus arranged outside of an area where damage to the motor vehicle 200 occurs frequently, mostly insignificantly. Motor vehicle 200 is thus assigned to a lower damage class and can therefore be insured more cost-effectively. Because of the seal 30, there are no disadvantages in terms of driving air resistance (cw value) when the radiator shutter 23 is closed. Rather, a closed space with high tightness is created. A dynamic pressure builds up therein, which thus leads to a deflection of the air flowing in the inflow direction D along the vehicle's outer silhouette. Another advantage is that the cooling unit 21 or its components, which are located in the direction of flow D in front of the radiator blind 23, are located in the mostly cooler outside air when the radiator blind 23 is closed and is isolated from the mostly warmer air of the engine compartment.

In the embodiment shown, the radiator shutter 23 is designed with horizontally suspended slats. Alternatively or additionally, the slats are suspended vertically, as for example in 4 shown.

Another difference is an outlet opening 51 in the underbody 50 of the motor vehicle 200. This difference is independent of other differences and is readily compatible with the embodiment according to FIG 1 combinable. The outlet opening 51 is preferably designed to be closable. Alternatively or additionally, the opening angle OA can be varied between 10° [ten degrees of 360°] and 30°. It should be pointed out that the outlet opening 51 is not necessarily a single opening, for example in the underbody 50 of the motor vehicle 200 . Alternatively, a plurality of openings is provided. Such an opening is preferably closable by means of a movable flap for multiple openings, a single movable flap per opening, or a plurality of movable flaps per opening. In an advantageous embodiment, the outlet opening 51 can be opened both for inflow towards the direction of flow D and for outflow counter to the direction of flow D. In one embodiment, this can be carried out by one and the same flap, alternatively via different openings and/or different flaps.

Radiator blinds 23 currently used in the prior art reduce the air intake area by 20% to 30% when the slats are open. Advantageously, it is now provided that all the air arrives at the first two components of the cooling unit 21 . This is primarily advantageous for the second component in the flow direction D, i.e. here the low-temperature cooler LT, and leads, among other things, to an increase in cooling capacity, a reduction in the ATD value and a corresponding reduction in the intake manifold temperature. This in turn leads to a reduction in emission values through optimized combustion. The third component in the direction of flow D, in this case the main water cooler MC, also receives more cooling air. However, compared to an arrangement with the radiator blind 23 upstream of this component in the inflow direction D, the pressure loss due to the radiator blind 23 increases slightly behind it. However, this effect can be compensated for by the seal 30 with no or very little leakage between the cooling unit 21 and the flow channel 10 and, if necessary, by a stronger fan.

In one embodiment, the radiator blind 23 and the fan module 22 are designed as a single unit and/or are directly connected to the cooling unit 21 and/or to the flow channel 10 by means of a common frame.

For a purely electric drive, for example, only the condenser C and the low-temperature cooler LT are provided, preferably in the inflow direction D first the low-temperature Door cooler LT and then the condenser C, with the cooler shutter 23 then the fan module 22 and finally optionally the outlet opening 51 being arranged in the air path A.

1. 1. aus der Umgebung trifft aus der Folge der Fahrt des Kraftfahrzeugs 200 Umgebungsluft auf die Fahrzeugfront, also auf den Kühlergrill 11;
2. 2. die Umgebungsluft strömt in Anströmungsrichtung D in den unteren, und optionalen oberen, Lufteintritt durch den Kühlergrill 11 ein;
3. 3. Die eingetretene Luft wird mittels Luftleitteilen beziehungsweise Luftführungen entlang des Luftpfads A zu der in Anströmungsrichtung D ersten Komponente des Kühlaggregats 21, also hier dem Kondensator C, geleitet. In diesem Ausführungsbeispiel wird infolge der Kegelform beziehungsweise infolge der Verkleinerung der Auftrittsfläche die Strömungsgeschwindigkeit erhöht. Eine möglichst optimale Abdichtung 30 der Luftführungen zu anderen Bauteilen beziehungsweise die Vermeidung von Leckagen optimiert hier entscheidend den Wirkungsgrad. Der Wirkungsgrad ist hier von der erreichten Kühlleistung, sowie bei geschlossener Kühlerjalousie 23 von dem cw-Wert bestimmt.
4. 4. Die Luft geht durch die erste Komponente des Kühlaggregats 21 weiter zu der in Anströmungsrichtung D zweiten Komponente, also hier dem Niedrig-Temperaturkühler LT. Diese zweite Komponente ist umlaufend zur Umgebung in dem Strömungskanal 10 mittels der Abdichtung 30 abgedichtet. Die Abdichtung 30 ist vorzugsweise mit Schaumteilen oder auch 2K-Teilen mit Dichtlippe gebildet, sodass auch bei Bewegung des Kühlaggregats 21, dessen Komponenten bevorzugt untereinander verbunden und entkoppelt vom Fahrzeug gelagert sind, eine optimale Dichtwirkung zu erzielen ist.
5. 5. Die dritte Komponente des Kühlaggregats 21, also hier der Hauptwasserkühler MC, ist ebenfalls mit der zweiten Komponente verbunden und möglichst optimal abgedichtet.
6. 6. Nachdem die Luft die dritte beziehungsweise letzte Komponente des Kühlaggregats 21 passiert hat, dringt sie in den Raum der Kühlerjalousie 23 ein. Wenn die Kühlerjalousie 23 vollständig oder teilweise geöffnet ist, strömt sie weiter zu dem Lüftermodul 22, von welchem sie gegebenenfalls (je nach Lastfall ist der Lüfter an oder aus) angesaugt und erneut beschleunigt wird.
7. 7. Nach dem Passieren des Lüftermoduls 22 strömt die Luft in Richtung Antriebsmaschine 60, beziehungsweise eine andere zu kühlende Einheit, und wird dort umgelenkt, wodurch die Luft die Antriebsmaschine 60, und gegebenenfalls vorhandene Nebenaggregate, unmittelbar mit direkter Konvektion von außen her abkühlt.
8. 8. In einigen Fahrsituationen kann es hilfreich sein, im Unterboden 50 der Kapselung, vorwiegend zur Senkung des cw-Wertes, zusätzliche Klappen als Auslassöffnung 51 vorzusehen. Solche Klappen ermöglichen es, je nach Lastfall kühle Luft in den Aggregateraum einströmen zu lassen oder aufgeheizte Luft an die Umgebung loszuwerden. In letzterem Fall ist damit der Durchsatz durch das Kühlersystem 20 steigerbar.

In the embodiment shown, the process can be explained as follows:

1. 1. Ambient air from the environment as a result of the driving of the motor vehicle 200 hits the front of the vehicle, ie the radiator grille 11;
2. 2. the ambient air flows in the inflow direction D into the lower, and optionally upper, air inlet through the radiator grille 11;
3. 3. The air that has entered is guided by means of air guiding parts or air ducts along the air path A to the first component of the cooling unit 21 in the inflow direction D, ie the condenser C here. In this exemplary embodiment, the flow speed is increased as a result of the cone shape or as a result of the reduction in the tread surface. The best possible sealing 30 of the air ducts to other components or the avoidance of leaks decisively optimizes the efficiency here. The efficiency here is determined by the cooling capacity achieved and, when the radiator blind 23 is closed, by the cw value.
4. 4. The air goes through the first component of the cooling unit 21 to the second component in the flow direction D, ie here the low-temperature cooler LT. This second component is sealed off all the way around from the environment in the flow channel 10 by means of the seal 30 . The seal 30 is preferably formed with foam parts or also 2K parts with a sealing lip, so that an optimal sealing effect can be achieved even when the cooling unit 21, whose components are preferably connected to one another and mounted decoupled from the vehicle, is moving.
5. 5. The third component of the cooling unit 21, ie the main water cooler MC here, is also connected to the second component and sealed as optimally as possible.
6. 6. After the air has passed the third or last component of the cooling unit 21, it penetrates into the space of the radiator shutter 23. If the radiator shutter 23 is fully or partially open, it flows on to the fan module 22, from which it may be sucked in (depending on the load, the fan is on or off) and accelerated again.
7. 7. After passing through the fan module 22, the air flows in the direction of the engine 60, or another unit to be cooled, and is deflected there, whereby the air cools the engine 60, and any ancillary units that may be present, directly with direct convection from the outside.
8. 8. In some driving situations, it can be helpful to provide additional flaps as outlet openings 51 in the underbody 50 of the encapsulation, primarily to reduce the drag coefficient. Such flaps make it possible, depending on the load, to let cool air flow into the engine room or to release heated air to the environment. In the latter case, the throughput through the cooling system 20 can thus be increased.

4 shows a schematic sectional view from above of a thermal management system 100 with a radiator shutter 23 in a front section of a motor vehicle 200, for example as in FIG 3 shown. Without excluding the general public, the in 3 embodiment shown and the description there referenced. The seal 30 is also here, but without excluding the general public purely for the sake of clarity, as in 2 in contrast to the embodiment according to FIG 3 or, in contrast to the section of the seal 30 shown there, arranged in front of the low-temperature cooler LT. It is therefore also otherwise referred to in 2 embodiment shown and the description there referenced. Another difference here is that the slats of the radiator shutter 23 are suspended vertically.

5 shows a schematic lateral sectional view of a thermal management system 100 with a radiator blind 23 in a front section of a motor vehicle 200, for example as in FIG 3 shown. Without excluding the general public, the in 3 embodiment shown and the description there referenced.

In contrast to the embodiment according to 3 A radiator blind 23 is additionally arranged here in the direction of flow D directly behind the radiator grille 11 or integrated into the radiator grille 11 . A further reduction in the Cd value can thus be achieved in the event that no air should flow in from the surroundings, for example in winter operation when the outside temperatures are too low. Furthermore, a needs-based supply of at least one of the components of the cooling unit 21 can be controlled by means of a partial opening, ie an incomplete or partial opening, of the radiator shutter 23 directly behind the radiator grille 11 .

In an alternative embodiment, as in 1 and or 2 no radiator blind 23 is arranged between the cooling unit 21 and the fan module 22 , ie the fan module 22 is arranged directly behind the cooling unit 21 in the direction of flow D and the cooling unit 21 is designed without a radiator blind 23 . Also alternatively, the radiator blind 23 shown here is arranged between two components of the cooling unit 21, ie in the exemplary embodiment shown between the low-temperature cooler LT and the main water cooler MC or between the condenser C and the low-temperature cooler LT.

In an alternative embodiment, as in 1 no outlet opening 51 is provided or additionally or alternatively at a different location, for example on the side.

Reference List

100

thermal management system

200

motor vehicle

10

flow channel

11

grille

12

cross member

13

upper canal wall

14

first side wall

15

second side wall

20

cooling system

21

cooling unit

22

fan module

23

radiator shutter

30

seal

50

underbody

51

exhaust port

60

prime mover

70

drive wheel

A

air path

C

capacitor

D

flow direction

LT

low-temperature cooler

MC

main water cooler

OA

opening angle

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102009035086 A1 [0004]
• EP 1792766 A1 [0005]
• JP2000320331A [0008]

Claims (10)

Thermal management system (100) for a motor vehicle (200), having a flow channel (10) and a cooler system (20), wherein the cooler system (20) comprises at least the following components: - a cooling unit (21); and - a fan module (22), characterized in that a seal (30) is formed between the flow channel (10) and the cooling system (20). Thermal management system (100) after claim 1 , characterized in that the cooling unit (21) comprises at least one of the following components: - a condenser (C) for a vehicle air conditioning; - a low-temperature cooler (LT); - a main water cooler (MC); and - an intercooler. Thermal management system (100) after claim 1 or claim 2 , characterized in that the seal (30) is formed between the flow channel (10) and at least one component of the cooling unit (21). Thermal management system (100) after claim 3 , characterized in that the seal (30) between the flow channel (10) and a low-temperature cooler (LT), a main water cooler (MC) and / or an intercooler is formed. Thermal management system (100) according to one of the preceding claims, characterized in that in the direction of flow (D) behind the cooler system (20) is a, preferably closable, outlet opening (51) is provided, preferably from the outlet opening (51). maximum opening angle (OA) is formed from 10 ° to 30 °. Thermal management system (100) after claim 5 , characterized in that the outlet opening (51) is arranged in use in a motor vehicle (200) in its underbody (50). Thermal management system (100) according to one of the preceding claims, characterized in that the radiator system (20) further comprises a radiator shutter (23). Thermal management system (100) after claim 7 , characterized in that the radiator blind (23) is arranged behind at least one, preferably all, components of the cooling unit (21) in the inflow direction (D), Thermal management system (100) after claim 7 or claim 8 , characterized in that the fan module (22) is arranged in the direction of flow (D) behind the radiator shutter (23). Motor vehicle (200), having at least one drive motor (60) and at least one left-hand drive wheel (70), which can be driven by the drive motor (60) to propel the motor vehicle (200), the at least one drive motor (60) being driven by a thermal Management system (100) according to one of the preceding claims can be tempered.

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