Heat management system based on three-medium heat exchanger and vehicle

Abstract

The utility model relates to the field of heat management, provide a kind of heat management system and vehicle based on three medium heat exchanger.The heat management system based on three medium heat exchanger includes refrigerant circulation loop, and compressor and power battery heat management module are arranged in refrigerant circulation loop;Carrying refrigerant circulation loop, and circulating pump and motor electric control heat management module are arranged in carrying refrigerant circulation loop;First three medium heat exchanger, first three medium heat exchanger is set to vehicle outside, for realizing the heat exchange between refrigerant circulation loop and carrying refrigerant circulation loop, and first three medium heat exchanger includes: with the first refrigerant passway of refrigerant circulation loop fluid communication;With the first carrying refrigerant passway of carrying refrigerant circulation loop fluid communication;For carrying out heat exchange with the first air passway of vehicle outside air.The heat management system based on three medium heat exchanger can realize the efficient operation of heat management system under different working conditions, and reduce the dead weight of vehicle heat management system.

Description

Technical Field

[0001] This utility model relates to the field of thermal management, and provides a thermal management system and vehicle based on a three-medium heat exchanger. Background Technology

[0002] With the rapid development of the electric vehicle industry, the thermal management system, as a key component of electric vehicles, plays a crucial role in ensuring the comfort of the vehicle's interior environment and the efficient operation of critical components such as the battery, motor, and electronic control system. This system not only needs to create a comfortable thermal and humidity environment in the passenger compartment but also needs to maintain key components at suitable operating temperatures, thereby ensuring the safe and efficient operation of the electric vehicle.

[0003] While traditional PTC (Power Transmission Thermoelectric) heating technology can meet some basic heating needs, its high energy consumption leads to greater range reduction. To address the specific thermal management requirements of electric vehicles in winter and improve heating efficiency, heat pump technology and waste heat recovery technology are increasingly being applied to electric vehicle thermal management systems. These technologies have improved the performance of electric vehicles in low-temperature environments to some extent, but they also face challenges such as increased vehicle load and rising costs. Utility Model Content

[0004] This utility model provides a thermal management system based on a three-medium heat exchanger to improve the performance of electric vehicles in low-temperature environments while reducing vehicle weight.

[0005] This utility model embodiment also provides a vehicle.

[0006] This utility model embodiment provides a thermal management system based on a three-medium heat exchanger, including: A refrigerant circulation loop, wherein a compressor and a power battery thermal management module are provided in the refrigerant circulation loop; A refrigerant circulation loop is provided, which includes a circulation pump and a motor electronic control thermal management module; A first three-medium heat exchanger, located outside the vehicle, is used to achieve heat exchange between the refrigerant circulation loop and the secondary refrigerant circulation loop. The first three-medium heat exchanger includes: A first refrigerant passage that is in fluid communication with the refrigerant circulation loop; A first refrigerant passage that is in fluid communication with the refrigerant circulation loop; The first air passage is used for heat exchange with the outside air.

[0007] According to one embodiment of the present invention, the refrigerant circulation loop further includes at least one indoor condensing heat exchanger for regulating cabin temperature and at least one first expansion valve for throttling and pressure reduction.

[0008] According to one embodiment of the present invention, the refrigerant circulation loop includes a battery heating branch, in which refrigerant from the compressor exhaust end flows sequentially through the power battery thermal management module, the second expansion valve, and the first refrigerant passage of the first three-medium heat exchanger.

[0009] According to one embodiment of the present invention, the refrigerant circulation loop includes a battery refrigeration branch. In the battery refrigeration branch, the refrigerant from the compressor discharge end passes through the first refrigerant passage of the first three-medium heat exchanger, the second expansion valve, and the power battery thermal management module before entering the compressor suction end.

[0010] According to one embodiment of the present invention, the refrigerant circulation loop includes a cabin cooling branch. In the cabin cooling branch, the outlet of the first refrigerant passage of the first three-medium heat exchanger is sequentially connected to a third expansion valve and an indoor evaporator, which serves as the indoor condensing heat exchanger. The outlet of the indoor evaporator is connected to the suction end of the compressor.

[0011] According to one embodiment of the present invention, the refrigerant circulation loop is a closed loop, the motor electronic control thermal management module and the circulation pump are connected in series in the closed loop, and form a circulation with the first refrigerant passage of the first three-medium heat exchanger.

[0012] According to one embodiment of the present invention, a second three-medium heat exchanger is further included, which is disposed in the cockpit and includes: A second refrigerant passage that is in fluid communication with the refrigerant circulation loop; A second refrigerant passage is in fluid communication with the refrigerant circulation loop; A second air passage for heat exchange with the cabin air.

[0013] According to one embodiment of the present invention, the second refrigerant passage of the second three-medium heat exchanger is disposed between the third expansion valve and the suction end of the compressor, for cooling the cabin air.

[0014] According to one embodiment of the present invention, the second refrigerant passage of the second three-medium heat exchanger and the first refrigerant passage of the first three-medium heat exchanger are connected in parallel in the refrigerant circulation loop.

[0015] A second aspect of this utility model provides a vehicle including the thermal management system based on a three-medium heat exchanger as described above.

[0016] The thermal management system based on a three-medium heat exchanger provided in this embodiment of the invention replaces the independent refrigerant, air, and secondary refrigerant heat exchangers in the traditional thermal management system with a first three-medium heat exchanger, significantly reducing the number of heat exchange components. Simultaneously, the refrigerant circuit, secondary refrigerant circuit, and air circuit achieve heat exchange through the three-medium heat exchanger, eliminating the need for multiple sets of piping connections and intermediate components, and correspondingly reducing the number of valves, resulting in a simpler overall system structure. Direct heat exchange between the refrigerant, secondary refrigerant, and air is achieved through the first three-medium heat exchanger, reducing heat transfer links and minimizing pipe heat dissipation and intermediate losses. Furthermore, the deep coupling between the heat pump air conditioning system and the battery and motor electronic control thermal management system allows for the recovery of waste heat from the motor electronic control system to assist in cabin heating or battery preheating, reducing the energy consumption of the compressor and auxiliary heating devices, and indirectly reducing the total energy consumption of the thermal management system. Through valve components in the circuit, the system can flexibly switch between various operating modes such as cooling, heating, waste heat recovery, and independent temperature control. For example, when the vehicle is traveling at high speed, the motor and electronic control generate a lot of heat, and the refrigerant circuit dissipates heat quickly through the three-medium heat exchanger. In congested urban traffic conditions, the battery discharges frequently, and the refrigerant circuit prioritizes cooling the battery. During winter commutes, the heat pump and waste heat are used to heat the cabin and battery, balancing comfort and energy consumption.

[0017] According to the second aspect of the present invention, the vehicle provided by the vehicle has a thermal management system that can maintain the battery temperature within the optimal operating range, improve the battery's charging and discharging efficiency and cycle life, reduce vehicle energy consumption, increase driving range, improve passenger comfort, adapt to multiple scenario requirements, simplify vehicle structure, reduce the weight of the thermal management system, and reduce maintenance costs. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of Embodiment 1 of the thermal management system based on a three-medium heat exchanger provided by this utility model.

[0020] Figure 2 This is a schematic diagram of the thermal management system based on a three-medium heat exchanger provided by this utility model when operating in the passenger compartment cooling, battery cooling, and motor electronic control heat dissipation modes.

[0021] Figure 3This is a schematic diagram illustrating the operation modes of the thermal management system based on a three-medium heat exchanger provided by this utility model, including crew cabin heating, battery heating, and motor-controlled waste heat recovery.

[0022] Figure 4 This is a schematic diagram illustrating the operation of the thermal management system based on a three-medium heat exchanger provided by this utility model, including crew cabin heating, battery heating, and waste heat recovery modes.

[0023] Figure 5 This is a schematic diagram illustrating the operation of the crew cabin dehumidification and reheat mode in the thermal management system based on a three-medium heat exchanger provided by this utility model.

[0024] Figure 6 This is a schematic diagram illustrating the operation of the crew cabin heating and battery cooling modes of the thermal management system based on a three-medium heat exchanger provided by this utility model.

[0025] Figure 7 This is a schematic diagram of Embodiment 2 of the thermal management system based on a three-medium heat exchanger provided by this utility model.

[0026] Figure label: 100. Refrigerant circulation loop; 102. Compressor; 104. Power battery thermal management module; 106. Secondary refrigerant circulation loop; 108. Circulation pump; 110. Motor and electronic control thermal management module; 112. First three-medium heat exchanger; 114. First refrigerant passage; 116. First secondary refrigerant passage; 118. First expansion valve; 120. Second expansion valve; 122. Third expansion valve; 124. Indoor evaporator; 126. Second three-medium heat exchanger; 128. Second refrigerant passage; 130. Second secondary refrigerant passage. Detailed Implementation

[0027] The embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of this utility model.

[0028] like Figures 1 to 7 As shown, this utility model embodiment provides a thermal management system based on a three-medium heat exchanger, including: A refrigerant circulation loop 100 is provided, and a compressor 102 and a power battery thermal management module 104 are provided in the refrigerant circulation loop 100. A refrigerant circulation loop 106 is provided, and a circulation pump 108 and a motor electronic control thermal management module 110 are provided in the refrigerant circulation loop 106. The first three-medium heat exchanger 112 is located outside the vehicle and is used to realize heat exchange between the refrigerant circulation loop 100 and the secondary refrigerant circulation loop 106. The first three-medium heat exchanger 112 includes a first refrigerant passage 114, a first secondary refrigerant passage 116 and a first air passage. The first refrigerant passage 114 is in fluid communication with the refrigerant circulation loop 100; the first secondary refrigerant passage 116 is in fluid communication with the secondary refrigerant circulation loop 106; and the first air passage is used to exchange heat with the outside air of the vehicle.

[0029] According to the thermal management system based on a three-medium heat exchanger provided in this embodiment, the first three-medium heat exchanger 112 replaces the independent refrigerant, air, and secondary refrigerant heat exchangers in the traditional thermal management system, significantly reducing the number of heat exchange components. Simultaneously, the refrigerant circuit, secondary refrigerant circuit, and air circuit achieve heat exchange through the three-medium heat exchanger, eliminating the need for multiple sets of pipe connections and intermediate components, and correspondingly reducing the number of valves, resulting in a simpler overall system structure. The first three-medium heat exchanger 112 enables direct heat exchange between the refrigerant, secondary refrigerant, and air, reducing heat transfer links and minimizing pipe heat dissipation and intermediate losses. Furthermore, the heat pump air conditioning system is deeply coupled with the battery and motor electronic control thermal management system, allowing the recovery of waste heat from the motor electronic control system to assist in cabin heating or battery preheating, reducing the energy consumption of the compressor 102 and auxiliary heating devices, and indirectly reducing the total energy consumption of the thermal management system. Through valve components in the circuit, the system can flexibly switch between various operating modes such as cooling, heating, waste heat recovery, and independent temperature control. For example, when the vehicle is traveling at high speed, the motor and electronic control generate a lot of heat, and the refrigerant circuit dissipates heat quickly through the three-medium heat exchanger. In congested urban traffic conditions, the battery discharges frequently, and the refrigerant circuit prioritizes cooling the battery. During winter commutes, the heat pump and waste heat are used to heat the cabin and battery, balancing comfort and energy consumption.

[0030] Please continue reading Figures 1 to 7 The electric vehicle thermal management system based on a three-medium heat exchanger provided in this embodiment of the invention achieves coordinated thermal management of the power battery, motor control system and cabin environment through a dual-circulation loop and integrated three-medium heat exchange.

[0031] Specifically, the refrigerant circulation loop 100 is a closed loop filled with a special refrigerant. The compressor 102 and the power battery thermal management module 104 are connected in series in the loop to form a complete heat transfer path.

[0032] The compressor 102 can compress the low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gaseous state, providing power for heat transfer. In the cooling mode, the compressor 102 drives the refrigerant to absorb heat and release it to the outside. In the heating mode, the refrigerant flow direction is switched by the reversing valve to realize heat recovery and utilization.

[0033] The power battery thermal management module 104 is a plate or tubular heat exchange structure that fits into the power battery pack. It has a refrigerant flow channel inside, with one end connected to the exhaust side of the compressor 102 and the other end connected to the expansion valve of the circuit or the suction side of the compressor 102. Through the flow of refrigerant in the flow channel, heat is directly transferred to or removed from the power battery, ensuring that the battery is at a suitable operating temperature.

[0034] The refrigerant circulation loop 106 is an independent closed loop, filled with antifreeze refrigerant. A circulation pump 108 and a motor control thermal management module 110 are connected in series in the loop to regulate the temperature of the motor and control unit.

[0035] The circulating pump 108 provides power for the flow of the refrigerant and can adjust its speed according to the temperature requirements of the motor and electronic control system to control the refrigerant flow rate and achieve heat exchange on demand.

[0036] The motor control thermal management module 110 can be a heat exchange jacket or an embedded heat exchange tube that wraps around the motor housing and control unit. When the refrigerant flows through it, it can absorb the heat generated by the operation of the motor control unit, or receive external heat in a low-temperature environment to preheat it, so as to avoid the performance degradation of the motor control unit due to excessively high or low temperatures.

[0037] The first three-medium heat exchanger 112 can be an integrated heat exchange component, installed in a suitable location outside the vehicle, and has three independent and non-interconnected passages inside, which exchange heat with the refrigerant circulation loop 100, the secondary refrigerant circulation loop 106 and the outside air, respectively.

[0038] One of the pathways is connected to the key nodes of the refrigerant circulation loop 100 via pipes. When the refrigerant flows in the pathway, it can transfer heat with the coolant or the outside air. The other passage connects the outlet of the circulating pump 108 of the refrigerant circulation loop 106 to the inlet of the motor electronic control thermal management module 110. When the refrigerant flows through, it can exchange heat with the refrigerant or the outside air to achieve temperature regulation. The last passage is an air duct that runs through the heat exchanger shell. It has heat dissipation fins inside, and when outside air flows through it, it can exchange heat with the refrigerant and the coolant, serving as the heat absorption or release end.

[0039] This thermal management system based on a three-medium heat exchanger achieves multiple operating modes through solenoid valves in the loop, adapting to different operating conditions. Specifically: Normal refrigeration operation: When the compressor 102 starts, the refrigerant is compressed and enters the refrigerant passage of the first three-medium heat exchanger 112. After exchanging heat with the outside air, it becomes a medium-temperature, high-pressure liquid. The liquid refrigerant is throttled and depressurized by the expansion valve into a low-temperature, low-pressure gas-liquid mixture. Part of it flows into the power battery thermal management module 104 to cool the battery, and the other part flows to the cabin heat exchanger to cool the cabin. After absorbing heat, the refrigerant flows back to the compressor 102, completing the cycle. At the same time, the refrigerant circulation loop 106 exchanges heat with the air through the refrigerant passage of the first three-medium heat exchanger 112 to cool the motor and electronic control system.

[0040] Low-temperature heating mode: The high-temperature refrigerant discharged from the compressor 102 first flows into the power battery thermal management module 104 to heat the battery and the indoor condenser, and is throttled and cooled through the first expansion valve 118 and the second expansion valve 120 respectively. Then it enters the refrigerant passage of the first three-medium heat exchanger 112 to exchange heat with the refrigerant in the coolant passage and absorb the heat from the motor control. If the heat is insufficient, the refrigerant can be directly exchanged with the cabin air through valve switching, or the waste heat from the motor control can be used to assist in heating. Extreme operating condition protection: Under high temperature and extreme conditions, the fan of the first three-medium heat exchanger 112 operates at full load, and with the dual-loop heat dissipation of refrigerant and heat transfer fluid, the temperature of each component is kept stable.

[0041] According to one embodiment of the present invention, a first three-medium heat exchanger 112 is disposed outside the vehicle, and the first three-medium heat exchanger 112 includes: A first refrigerant passage 114 that is in fluid communication with the refrigerant circulation loop 100; A first refrigerant passage 116 is in fluid communication with the refrigerant circulation loop 106; The first air passage is used for heat exchange with the outside air.

[0042] In one embodiment of this utility model, the first three-medium heat exchanger 112 is a shell-and-tube or plate-fin integrated structure, installed at the front end of an electric vehicle, and is made entirely of high and low temperature resistant metal. It has three independent passages arranged in parallel inside: The first refrigerant passage 114 is a serpentine pipe, with both ends connected to the expansion valve outlet of the refrigerant circulation loop 100 and the suction end of the compressor 102 respectively through pipelines. The refrigerant flows in the passage to achieve heat exchange. The first refrigerant passage 116 is a parallel straight pipe, which is arranged at intervals with the first refrigerant passage 114. Both ends are connected to the outlet of the circulation pump 108 of the refrigerant circulation loop 106 and the inlet of the motor electronic control thermal management module 110. The refrigerant flows in the passage and can exchange heat with the refrigerant or the outside air. The first air passage is a duct that runs through the heat exchanger shell and has heat dissipation fins inside. When the vehicle is moving, the natural wind or the air forced in by the fan flows through the duct and exchanges heat with the first refrigerant passage 114 and the first heat transfer fluid passage 116, carrying away or absorbing heat.

[0043] The three pathways are isolated by partitions in the heat exchanger shell, and heat is transferred only through the walls without fluid mixing, ensuring that the medium in each loop circulates independently.

[0044] This design eliminates the need for separate refrigerant and air heat exchangers, as well as separate refrigerant and air heat exchangers. A single three-medium heat exchanger can achieve three heat exchange modes: refrigerant, refrigerant-air, and air-refrigerant-air. This significantly simplifies the system structure, reduces external space requirements, and lowers the overall vehicle weight. In low-temperature environments, the refrigerant's heat can be used to heat the refrigerant, or the refrigerant's waste heat can be used to assist in refrigerant heating. In high-temperature environments, the air passage quickly removes heat from both the refrigerant and refrigerant, ensuring stable circuit temperatures and improving system adaptability. Integrated heat exchange reduces piping connections and heat transfer points, minimizing pipe heat loss. Simultaneously, the finned design of the air passage enhances heat exchange efficiency, reducing the additional energy consumption of the fan or compressor 102, indirectly increasing the electric vehicle's driving range.

[0045] According to one embodiment of the present invention, the refrigerant circulation loop 100 further includes at least one indoor condensing heat exchanger for regulating cabin temperature and at least one expansion valve for throttling and pressure reduction.

[0046] In one embodiment of this utility model, the indoor condensing heat exchanger has a flat tube finned structure and is installed in the air conditioning duct inside the cabin of an electric vehicle, serving as either an indoor evaporator 124 or an indoor condenser: during cooling, the indoor condensing heat exchanger acts as an evaporator, absorbing heat from the cabin air; during heating, it can switch to a condenser, releasing heat to the cabin air. The expansion valve is an electronic expansion valve, installed at a key branch of the refrigerant circulation loop 100. It controls the valve core opening via an electromagnetic coil, throttling and depressurizing the high-pressure liquid refrigerant to transform it into a low-temperature, low-pressure gas-liquid mixture, preparing for subsequent heat exchange. The indoor condensing heat exchanger and the expansion valve are connected in series via a high-pressure resistant pipeline, forming a complete refrigerant flow path. Combined with the suction and discharge actions of the compressor 102, this achieves the circulation and state changes of the refrigerant within the loop.

[0047] The electronic expansion valve can adjust its opening in real time according to the cabin temperature requirements, precisely controlling the refrigerant flow into the indoor condensing heat exchanger. This avoids the lag problem of traditional thermostatic expansion valves, allowing the cabin temperature to quickly reach the set value and remain stable, thus improving passenger comfort. The bidirectional heat exchange function of the indoor condensing heat exchanger, combined with the throttling regulation of the expansion valve, allows the refrigerant circulation loop 100 to simultaneously meet the cabin's cooling and heating needs, eliminating the need for an additional independent cabin heating device, simplifying the system structure and reducing energy consumption. The throttling and pressure reduction effect of the expansion valve prevents high-pressure refrigerant from directly entering the heat exchanger, preventing damage due to excessive pressure. At the same time, the low-temperature, low-pressure refrigerant entering the heat exchanger improves heat exchange efficiency, reduces the load on the compressor 102, and extends the service life of the compressor 102.

[0048] According to one embodiment of the present invention, the refrigerant circulation loop 100 includes a battery heating branch. In the battery heating branch, the refrigerant from the exhaust end of the compressor 102 flows sequentially through the power battery thermal management module 104, the second expansion valve 120, and the first refrigerant passage 114 of the first three-medium heat exchanger 112.

[0049] In one embodiment of this invention, the battery heating branch is an independent branch of the refrigerant circulation loop 100, connected to the main loop via a solenoid valve. The high-temperature, high-pressure gaseous refrigerant discharged from the compressor 102 enters the battery heating branch after being switched by the solenoid valve. It first flows through the power battery thermal management module 104, transferring heat to the power battery through the wall, thus raising the battery temperature. The refrigerant, still under high pressure after releasing heat, then enters the second expansion valve 120, where it is throttled and depressurized into a low-temperature, low-pressure gas-liquid mixture. Finally, the low-temperature refrigerant enters the first refrigerant passage 114 of the first three-medium heat exchanger 112, exchanging heat with outside air or the refrigerant. After absorbing heat, it becomes gaseous and flows back to the compressor 102 suction end, completing the cycle of the battery heating branch. A one-way valve is also provided in the branch to prevent refrigerant from flowing backwards, ensuring a stable heating process.

[0050] This configuration allows direct use of the high-temperature refrigerant heat from the compressor 102's exhaust end to heat the battery. Compared to traditional PTC electric heating, this eliminates the need to consume the battery's own electrical energy, significantly reducing energy consumption. It is particularly suitable for battery preheating in low-temperature environments, reducing driving range loss. The heat exchange plates / tubes of the power battery thermal management module 104 are tightly fitted to the battery, ensuring uniform heat transfer to all parts of the battery. This prevents localized overheating or uneven heating, ensuring the battery remains within a suitable operating temperature range and improving battery performance and lifespan. After being throttled by the expansion valve, the heated refrigerant can further absorb heat in the first and third medium heat exchangers 112, achieving cascaded utilization of heating and heat exchange energy, reducing heat waste, and improving the energy efficiency of the entire cycle.

[0051] According to one embodiment of the present invention, the refrigerant circulation loop 100 includes a cabin cooling branch. In the cabin cooling branch, the outlet of the first refrigerant passage 114 of the first three-medium heat exchanger 112 is sequentially connected to a third expansion valve 122 and an indoor evaporator 124, which serves as an indoor condensing heat exchanger. The outlet of the indoor evaporator 124 is connected to the suction end of the compressor 102.

[0052] In one embodiment of this invention, the cabin cooling branch is the core branch of the refrigerant circulation loop 100, and is independently controlled from other branches via solenoid valves. The medium-temperature, high-pressure liquid refrigerant discharged from the outlet of the first refrigerant passage 114 of the first three-medium heat exchanger 112 first enters the third expansion valve 122, where it is throttled and depressurized into a low-temperature, low-pressure mist-like refrigerant. Subsequently, the low-temperature refrigerant enters the indoor evaporator 124, where it absorbs heat from the cabin air and vaporizes into a gaseous state. Simultaneously, a fan in the cabin blows air across the evaporator surface, and the cooled air is then sent into the cabin, achieving cooling. Finally, the gaseous refrigerant flows out from the outlet of the indoor evaporator 124, flows back to the suction end of the compressor 102 through a pipeline, is compressed by the compressor 102, and re-enters the circulation. A dryer filter is provided in the branch to filter moisture and impurities in the refrigerant, preventing blockage of the expansion valve.

[0053] The low-temperature, low-pressure refrigerant can quickly absorb heat from the air in the indoor evaporator 124. Combined with fan ventilation, this allows the cabin temperature to drop to the set value in a short time, resulting in a fast cooling response suitable for high-temperature summer environments. A dryer filter prevents moisture from freezing in the expansion valve or impurities from clogging the pipes, ensuring smooth refrigerant flow within the branches. Precise adjustment of the third expansion valve 122 controls the refrigerant flow according to cabin cooling needs, preventing evaporator frosting or insufficient cooling and ensuring stable cooling. The first three-medium heat exchanger 112 pre-cools the refrigerant, reducing the throttling load on the third expansion valve 122, improving the heat exchange efficiency of the refrigerant in the evaporator, and simultaneously reducing the operating pressure of the compressor 102, thus reducing energy consumption.

[0054] According to one embodiment of the present invention, the refrigerant circulation loop 106 is a closed loop, and the motor-controlled thermal management module 110 and the circulation pump 108 are connected in series in the closed loop and form a circulation with the first refrigerant passage 116 of the first three-medium heat exchanger 112.

[0055] In one embodiment of this utility model, the refrigerant circulation loop 106 is connected by a low-temperature resistant rubber tube or metal tube to form a closed annular passage filled with refrigerant. A circulation pump 108 is fixed in the middle of the loop to provide power for the refrigerant flow. The motor control thermal management module 110 is connected in series with the circulation pump 108 via a pipeline. After flowing out of the circulation pump 108, the refrigerant first flows through the motor control thermal management module 110 to absorb the heat generated during motor and control operation. The refrigerant, after absorbing heat, continues to flow into the first refrigerant passage 116 of the first three-medium heat exchanger 112, where it exchanges heat with outside air or refrigerant, releasing heat and lowering its temperature. The cooled refrigerant flows back to the circulation pump 108, completing one cycle. A pressure sensor is also provided in the loop to monitor the refrigerant pressure in real time, preventing loop leakage or excessive pressure.

[0056] The refrigerant continuously removes heat generated by the motor and electronic control system, preventing performance degradation or damage due to high temperatures. Simultaneously, the refrigerant temperature can be flexibly controlled through the heat exchange regulation of the first three-medium heat exchanger 112, ensuring the motor and electronic control system remain within their optimal operating temperature range and improving powertrain efficiency. The closed-loop design prevents refrigerant leakage, avoiding environmental pollution or component corrosion. Real-time monitoring by the pressure sensor promptly detects circuit abnormalities and triggers alarms, ensuring safe system operation. After the heat generated by the motor and electronic control system is absorbed by the refrigerant, it can be transferred to the refrigerant in the first three-medium heat exchanger 112, providing auxiliary heat for refrigerant heating, achieving waste heat recovery, reducing system energy consumption, and improving overall vehicle energy utilization.

[0057] According to one embodiment of the present invention, a second three-medium heat exchanger 126 is further included, which is disposed in the cockpit. The second three-medium heat exchanger 126 includes: A second refrigerant passage 128 is in fluid communication with the refrigerant circulation loop 100; A second refrigerant passage 130 is in fluid communication with the refrigerant circulation loop 106; A second air passage for heat exchange with the cabin air.

[0058] In one embodiment of this utility model, the second three-medium heat exchanger 126 is a small plate-fin structure installed in the air conditioning duct inside the cabin. Its material is the same as that of the first three-medium heat exchanger 112. The second three-medium heat exchanger 126 has three independent passageways inside: Second refrigerant passage 128: Both ends are connected to the expansion valve outlet of refrigerant circulation loop 100 and the suction end of compressor 102 through pipelines. The refrigerant flows in the passage and can absorb or release heat. Second refrigerant passage 130: branch pipes connected at both ends to refrigerant circulation loop 106, refrigerant flows in the passage and can exchange heat with refrigerant or cabin air; Second air passage: This is part of the air duct. When the air in the cabin flows through this passage, it exchanges heat with the medium in the other two passages to regulate the air temperature.

[0059] The three channels are isolated by thin plates, and heat is transferred only through the wall without fluid mixing. Furthermore, the heat exchange fin density of the second three-medium heat exchanger 126 is higher than that of the first three-medium heat exchanger 112, which is suitable for the high-efficiency heat exchange requirements of the small space in the cabin.

[0060] The second and third medium heat exchanger 126 can use the heat / coldness of the refrigerant or the secondary refrigerant to assist in regulating the cabin air temperature. For example, in low-temperature environments, the waste heat of the secondary refrigerant can assist the refrigerant in heating the cabin, reducing the load on the compressor 102; in high-temperature environments, the coldness of the refrigerant can further cool the cabin air, improve the cooling effect, and enhance the flexibility of cabin temperature regulation.

[0061] According to one embodiment of the present invention, the second refrigerant passage 128 of the second three-medium heat exchanger 126 is disposed between the third expansion valve 122 and the suction end of the compressor 102, for cooling the cabin air.

[0062] In one embodiment of this invention, the second refrigerant passage 128 is a serpentine pipe within the second three-medium heat exchanger 126. Its inlet is connected to the outlet of the third expansion valve 122 via a pipeline, and its outlet is connected to the suction end of the compressor 102 via a pipeline, and is connected in parallel with the refrigerant passage of the indoor evaporator 124. During cabin cooling, the low-temperature, low-pressure refrigerant after throttling by the third expansion valve 122 is divided into two paths: one path enters the indoor evaporator 124, and the other path enters the second refrigerant passage 128. The two refrigerants absorb heat from the cabin air in the indoor evaporator 124 and the second refrigerant passage 128 respectively, vaporize into a gaseous state, and then merge and flow back to the suction end of the compressor 102. A flow regulating valve is provided at the inlet of the second refrigerant passage 128, which can control the refrigerant flow rate entering the passage according to the cabin cooling demand, ensuring a balanced heat exchange load between the two refrigerants.

[0063] The second refrigerant passage 128 is connected in parallel with the indoor evaporator 124, which increases the heat exchange area between the refrigerant and the cabin air, thereby increasing the cooling capacity per unit time. This is especially suitable for rapid cooling needs in large cabin spaces or high-temperature environments, shortening the cooling time. The second three-medium heat exchanger 126 can be installed at different locations in the air duct, forming multi-point cooling with the indoor evaporator 124. This avoids excessively high or low local temperatures in the cabin, resulting in a more uniform air temperature distribution and improved passenger comfort.

[0064] According to one embodiment of the present invention, the second refrigerant passage 130 of the second three-medium heat exchanger 126 and the first refrigerant passage 116 of the first three-medium heat exchanger 112 are connected in parallel in the refrigerant circulation loop 106.

[0065] In one embodiment of this utility model, the main path of the refrigerant circulation loop 106 is divided into two branches at the outlet of the circulation pump 108: one branch connects to the first refrigerant passage 116 of the first three-medium heat exchanger 112, and the other branch connects to the second refrigerant passage 130 of the second three-medium heat exchanger 126; the outlets of the two branches merge and flow back to the inlet of the motor electronic control thermal management module 110, forming a parallel structure. Each branch inlet is equipped with an electromagnetic three-way valve, which can control the opening and closing of the branch and the refrigerant flow rate according to system requirements: for example, in a low-temperature environment, the first refrigerant passage 116 branch can be closed, so that all the refrigerant flows through the second refrigerant passage 130, using the heat of the air in the cabin to preheat the refrigerant; in a high-temperature environment, both branches can be opened simultaneously to enhance the heat dissipation effect of the refrigerant.

[0066] By controlling the on / off state and flow rate of the two branches, the heat exchange target of the refrigerant can be flexibly adjusted to adapt to different ambient temperature requirements: at low temperatures, the cabin heat is used to preheat the refrigerant, preventing the refrigerant temperature from being too low and affecting the insulation of the motor and electronic control system; at high temperatures, the outside air and cabin air are used together for heat dissipation, ensuring the refrigerant temperature is stable and improving the system's adaptability to different operating conditions. The parallel structure can realize the switching of heat exchange between the refrigerant and different media, avoiding energy waste: for example, there is no need to set up a separate heating device for the refrigerant, and the waste heat in the cabin can be used to preheat the refrigerant, reducing additional energy consumption and improving the overall vehicle energy utilization rate.

[0067] A second aspect of this utility model provides a vehicle including the above-described thermal management system based on a three-medium heat exchanger.

[0068] The vehicle provided in the second aspect of this utility model is an electric vehicle. By integrating the above-mentioned thermal management system based on a three-medium heat exchanger, it achieves coordinated thermal management of the power battery, motor control system, and cabin environment, ensuring the vehicle's performance stability and passenger comfort under different operating conditions.

[0069] According to the second aspect of the present invention, the vehicle provided by the overheat management system can maintain the battery temperature within the optimal operating range, improve the battery's charging and discharging efficiency and cycle life, reduce vehicle energy consumption, increase driving range, improve passenger comfort, adapt to multiple scenario requirements, simplify vehicle structure, and reduce maintenance costs.

[0070] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. A thermal management system based on a three-medium heat exchanger, characterized in that, include: A refrigerant circulation loop (100) is provided with a compressor (102) and a power battery thermal management module (104). A refrigerant circulation loop (106) is provided with a circulation pump (108) and a motor electrical control thermal management module (110). A first three-medium heat exchanger (112), located outside the vehicle, is used to realize heat exchange between the refrigerant circulation loop (100) and the secondary refrigerant circulation loop (106). The first three-medium heat exchanger (112) includes: A first refrigerant passage (114) in fluid communication with the refrigerant circulation loop (100). A first refrigerant passage (116) is in fluid communication with the refrigerant circulation loop (106). The first air passage is used for heat exchange with the outside air.

2. The thermal management system based on a three-medium heat exchanger according to claim 1, characterized in that, The refrigerant circulation loop (100) includes a battery heating branch. In the battery heating branch, the refrigerant from the exhaust end of the compressor (102) flows sequentially through the power battery thermal management module (104), the second expansion valve (120), and the first refrigerant passage (114) of the first three-medium heat exchanger (112).

3. The thermal management system based on a three-medium heat exchanger according to claim 2, characterized in that, The refrigerant circulation loop (100) includes a battery cooling branch. In the battery cooling branch, the refrigerant from the exhaust end of the compressor (102) passes through the first refrigerant passage (114) of the first three-medium heat exchanger (112), the second expansion valve (120), the power battery thermal management module (104), and then enters the suction end of the compressor.

4. The thermal management system based on a three-medium heat exchanger according to claim 1, characterized in that, The refrigerant circulation loop (100) also includes at least one indoor condenser heat exchanger for regulating cabin temperature and at least one first expansion valve (118) for throttling and depressurization.

5. The thermal management system based on a three-medium heat exchanger according to claim 4, characterized in that, The refrigerant circulation loop (100) includes a cabin cooling branch. On the cabin cooling branch, the outlet of the first refrigerant passage (114) of the first three-medium heat exchanger (112) is sequentially connected to a third expansion valve (122) and an indoor evaporator (124) which serves as an indoor heat exchanger. The outlet of the indoor evaporator (124) is connected to the suction end of the compressor (102).

6. The thermal management system based on a three-medium heat exchanger according to claim 1, characterized in that, The refrigerant circulation loop (106) is a closed loop. The motor control thermal management module (110) and the circulation pump (108) are connected in series in the closed loop and form a loop with the first refrigerant passage (116) of the first three-medium heat exchanger (112).

7. The thermal management system based on a three-medium heat exchanger according to any one of claims 1 to 6, characterized in that, It also includes a second three-medium heat exchanger (126) disposed within the cabin, the second three-medium heat exchanger (126) comprising: A second refrigerant passage (128) in fluid communication with the refrigerant circulation loop (100); A second refrigerant passage (130) is in fluid communication with the refrigerant circulation loop (106). A second air passage for heat exchange with the cabin air.

8. The thermal management system based on a three-medium heat exchanger according to claim 7, characterized in that, The second refrigerant passage (128) of the second three-medium heat exchanger (126) is located between the third expansion valve (122) and the suction end of the compressor (102) for cooling the cabin air.

9. The thermal management system based on a three-medium heat exchanger according to claim 7, characterized in that, The second refrigerant passage (130) of the second three-medium heat exchanger (126) and the first refrigerant passage (116) of the first three-medium heat exchanger (112) are connected in parallel in the refrigerant circulation loop (106).

10. A vehicle, characterized in that, The thermal management system based on a three-medium heat exchanger as described in any one of claims 1 to 9.

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