Driving motor thermal management system and vehicle

Abstract

The invention discloses a driving motor thermal management system and a vehicle. The driving motor heat management system comprises a refrigerant pipeline, a condenser, a booster pump, a driving motor and an energy conversion device, wherein the condenser, the booster pump, the driving motor and the energy conversion device are connected through the refrigerant pipeline. A refrigerant outlet of the energy conversion device is connected with a refrigerant inlet of the condenser. A refrigerant in the refrigerant pipeline circularly flows through the condenser, the booster pump, the driving motor and the energy conversion device; a refrigerant in the refrigerant pipeline absorbs heat and is vaporized at the driving motor, the vaporized refrigerant enters the energy conversion device, and the energy conversion device converts energy carried by the refrigerant into electric energy. By the adoption of the scheme, the driving motor can be cooled, normal work of the driving motor is guaranteed, heat generated by the driving motor can be converted into electric energy, energy increase is achieved, the comprehensive efficiency of vehicle lifting driving and heat management is improved, and the endurance mileage of the whole vehicle can be increased.

Description

Technical Field

[0001] Embodiments of the present invention relate to the technical field of vehicle thermal management, and in particular to a drive motor thermal management system and a vehicle. Background Art

[0002] To address environmental pollution and energy shortages, electric vehicles are booming. During operation, the drive motors of electric vehicles generate significant heat. Existing technologies typically dissipate this heat through air or water cooling to ensure safe and reliable operation within an appropriate operating range. However, existing cooling technologies fail to recycle the heat generated by the drive motors, resulting in energy waste and low overall system energy efficiency. Summary of the Invention

[0003] In view of this, the present invention provides a drive motor thermal management system and a vehicle to effectively utilize the heat of the drive motor and improve the overall efficiency of drive and thermal management.

[0004] In a first aspect, an embodiment of the present invention provides a drive motor thermal management system, comprising: a refrigerant pipeline, and a condenser, a booster pump, a drive motor, and an energy conversion device connected via the refrigerant pipeline, wherein a refrigerant outlet of the energy conversion device is connected to a refrigerant inlet of the condenser; refrigerant in the refrigerant pipeline circulates through the condenser, the booster pump, the drive motor, and the energy conversion device;

[0005] The refrigerant in the refrigerant pipeline absorbs heat and vaporizes at the drive motor. The vaporized refrigerant enters the energy conversion device, which converts the energy carried by the refrigerant into electrical energy.

[0006] Optionally, the energy conversion device includes a turbine and a generator, and the turbine is connected to the refrigerant pipeline to convert the energy carried by the refrigerant into mechanical energy;

[0007] The generator is connected to the turbine through transmission, and the generator converts the mechanical energy generated by the turbine into electrical energy and outputs it.

[0008] Optionally, the refrigerant pipeline includes a drive motor section, which surrounds the stator of the drive motor;

[0009] The drive motor section includes a first flow area and a second flow area arranged opposite to each other along a first direction. The first flow area and the second flow area are respectively located on upper and lower sides of the stator along the first direction. Along the first direction, the pipe width of the first flow area is smaller than the pipe width of the second flow area.

[0010] The first direction is the gravity direction of the driving motor segment.

[0011] Optionally, the refrigerant pipeline includes a drive motor section, which surrounds the stator of the drive motor;

[0012] The drive motor thermal management system also includes a heat pipe, which is located in the drive motor section and fixed to the side of the stator. The heat pipe is used to absorb heat from the stator.

[0013] Optionally, the extension direction of the heat pipe is the same as the extension direction of the drive motor segment;

[0014] The heat pipe includes a first tube wall and a second tube wall arranged opposite to each other along a first direction. The first tube wall and the second tube wall are respectively located on the upper and lower sides of the stator along the first direction. Along the first direction, the thickness of the first tube wall is less than the thickness of the second tube wall.

[0015] The first direction is the gravity direction of the driving motor segment.

[0016] Optionally, the drive motor thermal management system further includes a heat-insulating structure, which covers at least a portion of the refrigerant pipeline between the drive motor and the energy conversion device.

[0017] Optionally, the connection path between the drive motor and the energy conversion device also includes a pressure control valve, which is used to adjust the pressure of the vaporized refrigerant.

[0018] Optionally, a temperature and pressure sensor is further included between the pressure control valve and the energy conversion device, and the temperature and pressure sensor is used to detect the temperature and pressure of the refrigerant.

[0019] Optionally, the connection path between the condenser and the booster pump also includes a liquid storage drying tank, which is used to store, dry and filter the refrigerant.

[0020] In a second aspect, an embodiment of the present invention provides a vehicle, comprising the drive motor thermal management system provided in the first aspect of the present invention.

[0021] The drive motor thermal management system in the present invention can not only cool the drive motor to ensure the normal operation of the drive motor, but also convert the heat generated by the drive motor into electrical energy to increase energy, improve the overall efficiency of vehicle driving and thermal management, and thus increase the cruising range of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 A schematic structural diagram of a drive motor thermal management system provided by an embodiment of the present invention;

[0023] Figure 2 A schematic structural diagram of another drive motor thermal management system provided by an embodiment of the present invention;

[0024] Figure 3 A schematic structural diagram of a refrigerant pipeline provided by an embodiment of the present invention;

[0025] Figure 4 A schematic structural diagram of a heat pipe provided by an embodiment of the present invention;

[0026] Figure 5 for Figure 4 Schematic diagram of the cross-sectional structure along the A-A' direction. DETAILED DESCRIPTION

[0027] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0028] It should be noted that the terms "having", "including", "comprising", etc. described in the embodiments of the present invention all have open meanings, that is, when describing a module as "having", "including" or "comprising" a first element, a second element and / or a third element, it means that the module includes other elements in addition to the first element, the second element and / or the third element. In addition, the directional words "upper", "lower", "left", "right", etc. described in the embodiments of the present invention are described based on the angles shown in the accompanying drawings and should not be understood as limitations on the embodiments of the present invention. In addition, in the context, it should be understood that when it is mentioned that an element is formed "on" or "under" another element, it can not only be formed directly "on" or "under" another element, but can also be formed indirectly "on" or "under" another element through an intermediate element. The terms "first", "second", etc. are only used for descriptive purposes and do not indicate any order, quantity or importance, but are only used to distinguish different components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0029] An embodiment of the present invention provides a drive motor thermal management system, which can be applied to new energy vehicles, including but not limited to electric vehicles. Figure 1 A schematic diagram of a thermal management system for a drive motor according to an embodiment of the present invention is provided. Figure 1 In an embodiment of the present invention, the drive motor thermal management system includes a refrigerant pipeline 10 and a condenser 20, a boost pump 30, a drive motor 40 and an energy conversion device 50 connected through the refrigerant pipeline 10. The refrigerant outlet of the energy conversion device 50 is connected to the refrigerant inlet of the condenser 20; the refrigerant in the refrigerant pipeline 10 circulates through the condenser 20, the boost pump 30, the drive motor 40 and the energy conversion device 50; the refrigerant in the refrigerant pipeline 10 absorbs heat and vaporizes at the drive motor 40, and the vaporized refrigerant enters the energy conversion device 50, which converts the energy carried by the refrigerant into electrical energy.

[0030] like Figure 1As shown, the condenser 20, the boost pump 30, and the energy conversion device 50 are thermal management components in the drive motor thermal management system. The three are connected in sequence through the refrigerant pipeline 10. The drive motor 40 is located in the connection path between the boost pump 30 and the energy conversion device 50. The refrigerant pipeline 10 can be an air conditioning pipeline in a vehicle, but is not limited thereto.

[0031] Specifically, the refrigerant outlet of the condenser 20 (i.e., the liquid outlet of the condenser 20) is connected to the liquid inlet of the boost pump 30. The condenser 20 is a type of heat exchanger that can convert gaseous refrigerant into liquid refrigerant. The boost pump 30 is used to increase the pressure of the refrigerant, thereby increasing the critical temperature of refrigerant vaporization. Among them, the boost pump 30 can be any pump type with equivalent functions such as an electric boosting gear pump or a twin-screw hydraulic pump, and this embodiment does not limit this. The liquid outlet of the boost pump 30 is connected to the liquid inlet of the drive motor 40, and the liquid outlet of the drive motor 40 is connected to the refrigerant inlet of the energy conversion device 50 (i.e., the liquid inlet of the energy conversion device 50), and the refrigerant outlet of the energy conversion device 50 (i.e., the liquid outlet of the energy conversion device 50) is connected to the refrigerant inlet of the condenser 20 (i.e., the liquid inlet of the condenser 20), forming a closed-loop connected drive motor thermal management pipeline.

[0032] The drive motor 40 provides driving force for the vehicle and generates a large amount of heat during operation. In this embodiment, when the refrigerant flows through the drive motor 40, it absorbs the heat from the drive motor 40 and undergoes a phase change, causing at least part of the liquid refrigerant to vaporize into a gaseous refrigerant, thereby cooling the drive motor 40 and improving its efficiency. By adding an energy conversion device 50 to the rear end of the drive motor 40, the gaseous refrigerant after phase change enters the energy conversion device 50. Because the refrigerant has energy, after entering the energy conversion device 50, the energy in the gaseous refrigerant is converted into electrical energy by the energy conversion device 50, thereby increasing energy. The generated electrical energy can be used by the vehicle's high and low voltage components or stored in the power battery.

[0033] The refrigerant at the drive motor 40 absorbs heat, increasing its internal energy and enthalpy after vaporization. Simultaneously, its pressure and temperature rise, further increasing its enthalpy. The low-pressure liquid refrigerant flowing out of the energy conversion device 50 enters the condenser 20, which transfers the refrigerant's heat to the outside environment, gradually liquefying the refrigerant and reducing its enthalpy, allowing the cycle to resume.

[0034] In an embodiment of the present invention, the drive motor thermal management system includes a refrigerant pipeline and a condenser, a boost pump, a drive motor, and an energy conversion device connected by the refrigerant pipeline. The refrigerant outlet of the energy conversion device is connected to the refrigerant inlet of the condenser. The refrigerant in the refrigerant pipeline circulates through the condenser, the boost pump, the drive motor, and the energy conversion device. The refrigerant in the refrigerant pipeline absorbs heat and vaporizes at the drive motor. The vaporized refrigerant enters the energy conversion device, which converts the energy carried by the refrigerant into electrical energy. The above solution can not only cool the drive motor to ensure its normal operation, but also convert the heat generated by the drive motor into electrical energy, thereby increasing energy, improving the overall efficiency of the vehicle's lifting drive and thermal management, and helping to increase the vehicle's range.

[0035] Among them, the specific structure of the energy conversion device is not limited, and those skilled in the art can set it according to actual needs. Any structure that can convert the energy in the fluid into electrical energy is within the scope of the technical solution protected by the embodiments of the present invention.

[0036] For example, Figure 2 A schematic diagram of another drive motor thermal management system provided by an embodiment of the present invention is shown in FIG. Figure 2 As shown, in this embodiment, the energy conversion device 50 includes a turbine 501 and a generator 502. The turbine 501 is connected to the refrigerant pipeline 10 and is used to convert the energy carried by the refrigerant into mechanical energy; the generator 502 is transmission-connected to the turbine 501, and the generator 502 converts the mechanical energy generated by the turbine 501 into electrical energy and outputs it.

[0037] Turbine 501 is a machine that converts the energy contained in a fluid medium into mechanical energy. The gaseous refrigerant, vaporized by drive motor 40, enters turbine 501 and expands within it, converting the energy within the refrigerant into mechanical energy. Generator 502 is connected to turbine 501 in a transmission mechanism. For example, generator 502 can be connected to the turbine shaft of turbine 501. Rotation of the turbine shaft drives generator 502, either directly or via a transmission mechanism, to generate electrical energy.

[0038] The turbine 501 may be a turboturbine, but is not limited thereto. The turbine 501 and the generator 502 are used to convert electrical energy. The energy conversion device has a simple structure, is easy to implement, and has a low cost.

[0039] Optional, Figure 3 A schematic structural diagram of a refrigerant pipeline provided by an embodiment of the present invention is shown in FIG. Figure 3 The cross-sectional structure diagram of the refrigerant pipeline 10 at the drive motor 40 is shown, which can be combined with reference to Figure 1 and Figure 3The refrigerant pipeline 10 includes a drive motor section 101, which surrounds the stator of the drive motor 40 (not shown in the figure); the drive motor section 101 includes a first flow area 1011 and a second flow area 1012 arranged opposite to each other along the first direction X, and the first flow area 1011 and the second flow area 1012 are respectively located on the upper and lower sides of the stator along the first direction X. Along the first direction X, the pipe width of the first flow area 1011 is smaller than the pipe width of the second flow area 1012; wherein the first direction X is the gravity direction of the drive motor section 101.

[0040] The drive motor section 101 is the refrigerant pipeline 10 at the drive motor 40. The drive motor section 101 can be mounted on the stator of the drive motor 40. The refrigerant flows in the internal space of the drive motor section 101, so that the refrigerant surrounds the stator of the drive motor 40 to cool the stator.

[0041] It is understood that after the drive motor thermal management system is installed in the vehicle, the relative positions of the various components are fixed. In this embodiment, the first direction X can be defined as the gravity direction of the drive motor segment 101, that is, the first direction X is the direction of the drive motor segment 101 facing the ground after the system is installed. Figure 3 The top-to-bottom direction is shown in FIG.

[0042] The first circulation area 1011 is the part of the refrigerant pipeline 10 surrounding the upper side of the stator (based on the first direction X), and the second circulation area 1012 is the part of the refrigerant pipeline 10 surrounding the lower side of the stator. Or it can be understood that the first circulation area 1011 is the refrigerant pipeline 10 surrounding the upper half of the stator, and the second circulation area 1012 is the refrigerant pipeline 10 surrounding the lower half of the stator. The first circulation area 1011 and the second circulation area 1012 are interconnected.

[0043] In this embodiment, it is proposed that the width of the pipeline along the first circulation area 1011 can be set to be smaller than the width of the pipeline along the second circulation area 1012. The pipeline width is the distance between the outer wall of the driving motor section 101 and the corresponding inner wall, that is, Figure 3 The pipe width is shown in the cross-sectional view. It is understood that the wider the pipe, the larger the refrigerant flow area. By setting the refrigerant pipe surrounding the stator to a larger width, the unvaporized refrigerant is more likely to flow downward under the action of gravity, thereby absorbing heat and vaporizing again, improving the refrigerant vaporization efficiency. At the same time, the vaporized refrigerant is more likely to flow through the liquid outlet to the refrigerant pipeline 10 at the rear end.

[0044] Optionally, in some embodiments, reference may be made to Figure 1The refrigerant pipeline 10 includes a drive motor section, which surrounds the stator of the drive motor 40; the drive motor thermal management system also includes a heat pipe 60, which is located in the drive motor section and fixed to the side of the stator. The heat pipe 60 is used to absorb heat from the stator.

[0045] The setting method of the drive motor section can refer to the above embodiment and will not be repeated here. In this embodiment, a heat pipe 60 can also be set in the refrigerant pipeline 10 at the drive motor 40, and the heat pipe 60 is close to the side of the stator.

[0046] The heat pipe 60 operates based on the vaporization and condensation of liquids. When one end of the heat pipe 60 (the evaporator) is heated, the liquid working medium within absorbs the heat and evaporates into a gas. The gas then flows to the other end of the heat pipe 60 (the condenser), where it releases latent heat through condensation. It then condenses back into a liquid state and returns to the evaporator, thus forming a heat transfer cycle.

[0047] In this embodiment, the heat pipe 60 is added to reduce the operating temperature of the stator coil, reduce the resistance of the coil during operation, further enhance the cooling effect of the drive motor 40 , and thus improve the working efficiency of the drive motor 40 .

[0048] The embodiment of the present invention does not limit the specific shape, number, or specific relative position of the heat pipe 60 to the stator. Those skilled in the art may configure the heat pipe 60 according to actual needs. For example, the heat pipe 60 may be arranged around the stator within the drive motor section, or may extend parallel to the drive motor section 101, or may be connected to the refrigerant pipe 10 at both ends of the drive motor section 101, etc., but the present invention is not limited thereto.

[0049] For example, Figure 4 A schematic structural diagram of a heat pipe provided by an embodiment of the present invention is shown in FIG. Figure 5 for Figure 4 The cross-sectional structure diagram along the A-A' direction can be referred to Figure 4 and Figure 5 In some embodiments, the extension direction of the heat pipe 60 is the same as the extension direction of the drive motor segment; the heat pipe 60 includes a first tube wall 601 and a second tube wall 602 arranged opposite to each other along a first direction X, and the first tube wall 601 and the second tube wall 602 are respectively located on the upper and lower sides of the stator along the first direction X. Along the first direction X, the thickness of the first tube wall 601 is less than the thickness of the second tube wall 602; wherein the first direction X is the direction of gravity of the drive motor segment.

[0050] In some embodiments of the present invention, the heat pipe 60 may extend in parallel with the refrigerant pipeline. The heat pipe 60 may include an evaporation section 603, a condensation section 604, and a transmission section 605 located between the evaporation section 603 and the condensation section 604. When the liquid working medium comes into contact with the heat source, the heat causes the liquid working medium to evaporate. At this time, the evaporation section 603 absorbs a large amount of heat and converts it into gaseous latent heat. The gaseous medium produced by evaporation is transported to the condensation section 604 through the capillary structure inside the heat pipe 60 or by gravity. In the condensation section 604, the gaseous medium condenses when it is cooled, releasing latent heat and transferring the heat to the surrounding refrigerant, causing the refrigerant to absorb heat and vaporize; the condensed liquid working medium returns to the evaporation section 603 through the capillary structure or gravity, completing a complete cycle.

[0051] In this embodiment, the heat pipe 60 includes a first tube wall 601 and a second tube wall 602. The first tube wall 601 and the second tube wall 602 are the upper and lower tube walls of the heat pipe 60. The upper and lower mentioned here are still based on the first direction X. The first tube wall 601 is the upper tube wall of the heat pipe 60, and the second tube wall 602 is the lower tube wall of the heat pipe 60.

[0052] In this embodiment, the thickness of the first tube wall 601 can be set to be smaller than the thickness of the second tube wall 602. It is understood that the thicker the tube wall, the larger the flow area of ​​the medium in the capillary structure of the heat pipe 60. By setting the upper tube wall thickness of the heat pipe 60 to be thinner and the lower tube wall thickness to be thicker, the condensed liquid working medium is facilitated to return to the evaporation section 603, thereby improving cooling efficiency.

[0053] Optionally, in some embodiments, the drive motor thermal management system further includes a heat preservation structure (not shown in the figure), which covers at least a portion of the refrigerant pipeline 10 between the drive motor 40 and the energy conversion device 50.

[0054] In some embodiments, the refrigerant pipeline 10 at the rear end of the drive motor 40 can be insulated. For example, an insulation structure can be wrapped around the outer wall of this part of the refrigerant pipeline 10 to prevent the pressure of the gaseous refrigerant coming out of the drive motor 40 from decreasing after liquefaction, thereby ensuring the expansion capacity of the refrigerant in the turbine 501.

[0055] The specific configuration of the thermal insulation structure is not limited in the present embodiment, and those skilled in the art can configure it according to actual needs. For example, in an optional embodiment, the thermal insulation structure can be EPDM thermal insulation sponge, but is not limited thereto.

[0056] Optional, you can continue to refer to Figure 1 The connection path between the drive motor 40 and the energy conversion device 50 also includes a pressure control valve 70, which is used to adjust the pressure of the vaporized refrigerant.

[0057] A pressure control valve 70 is installed near the liquid outlet of the driving motor 40. The pressure control valve 70 can be used to control the vaporization pressure so that the refrigerant has a high enthalpy value when entering the energy conversion device 50.

[0058] For example, the pressure control valve 70 can be used to control the refrigerant to be within a pressure range of 1.7 to 2 MPA and a temperature not exceeding 66° C.

[0059] Optional, you can continue to refer to Figure 1 A temperature and pressure sensor 80 is further provided between the pressure control valve 70 and the energy conversion device 50 . The temperature and pressure sensor 80 is used to detect the temperature and pressure of the refrigerant.

[0060] The temperature and pressure sensor 80 can monitor the refrigerant pressure in the refrigerant pipeline 10, thereby adjusting the working state of the pressure control valve 70 according to the detection value of the temperature and pressure sensor 80, thereby achieving precise control of the pressure control valve 70 according to the refrigerant state.

[0061] Optional, you can continue to refer to Figure 1 The connection path between the condenser 20 and the boost pump 30 also includes a liquid storage drying tank 90, which is used to store, dry and filter the refrigerant.

[0062] The liquid storage and drying tank 90 is a component that has been continuously improved and updated in the development of air conditioning and has the function of storing, drying and filtering refrigerant. The existence of the liquid storage and drying tank 90 can ensure the normal operation and high efficiency of the thermal management system.

[0063] The specific structure of the liquid storage drying tank 90 is not limited in the embodiment of the present invention, and those skilled in the art can configure it according to actual needs.

[0064] Based on the same inventive concept, embodiments of the present invention further provide a vehicle. This vehicle includes the drive motor thermal management system provided by any embodiment of the present invention. Therefore, the vehicle provided by the embodiments of the present invention possesses all the technical features and corresponding beneficial effects of the drive motor thermal management system provided by the embodiments of the present invention, which will not be further elaborated here. For example, the vehicle can be any new energy vehicle, including an electric vehicle, and this is not limited by the embodiments of the present invention.

[0065] Note that the above are only preferred embodiments of the present invention and the technical principles employed. Those skilled in the art will appreciate that the present invention is not limited to the specific embodiments herein, and that various obvious changes, readjustments, combinations, and substitutions are possible for those skilled in the art without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments and may include many other equivalent embodiments without departing from the scope of the present invention. The scope of the present invention is determined by the scope of the appended claims.

Claims

1. A drive motor thermal management system, characterized in that: include: A refrigerant pipeline and a condenser, a booster pump, a drive motor and an energy conversion device connected through the refrigerant pipeline, wherein the refrigerant outlet of the energy conversion device is connected to the refrigerant inlet of the condenser; the refrigerant in the refrigerant pipeline circulates through the condenser, the booster pump, the drive motor and the energy conversion device; The refrigerant in the refrigerant pipeline absorbs heat and vaporizes at the driving motor, and the vaporized refrigerant enters the energy conversion device, and the energy conversion device converts the energy carried by the refrigerant into electrical energy.

2. The drive motor thermal management system according to claim 1, characterized in that: The energy conversion device includes a turbine and a generator, wherein the turbine is connected to the refrigerant pipeline and is used to convert the energy carried by the refrigerant into mechanical energy; The generator is drivingly connected to the turbine, and the generator converts the mechanical energy generated by the turbine into electrical energy and outputs it.

3. The drive motor thermal management system according to claim 1, characterized in that: The refrigerant pipeline includes a drive motor section, and the drive motor section surrounds the stator of the drive motor; The driving motor section comprises a first circulation area and a second circulation area which are arranged opposite to each other along a first direction, wherein the first circulation area and the second circulation area are respectively located at upper and lower sides of the stator along the first direction, and along the first direction, the pipeline width of the first circulation area is smaller than the pipeline width of the second circulation area; Wherein, the first direction is the gravity direction of the driving motor segment.

4. The drive motor thermal management system according to claim 1, characterized in that: The refrigerant pipeline includes a drive motor section, and the drive motor section surrounds the stator of the drive motor; The drive motor thermal management system further comprises a heat pipe, which is located in the drive motor section and fixed to a side surface of the stator, and is used to absorb heat from the stator.

5. The drive motor thermal management system according to claim 4, characterized in that: The extension direction of the heat pipe is the same as the extension direction of the drive motor segment; The heat pipe comprises a first tube wall and a second tube wall which are arranged opposite to each other along a first direction, the first tube wall and the second tube wall are respectively located at upper and lower sides of the stator along the first direction, and the thickness of the first tube wall is smaller than the thickness of the second tube wall along the first direction; Wherein, the first direction is the gravity direction of the driving motor segment.

6. The drive motor thermal management system according to claim 1, characterized in that: The drive motor thermal management system further includes a heat preservation structure, which covers at least a portion of the refrigerant pipeline between the drive motor and the energy conversion device.

7. The drive motor thermal management system according to claim 1, characterized in that: The connection path between the driving motor and the energy conversion device also includes a pressure control valve, and the pressure control valve is used to adjust the pressure of the vaporized refrigerant.

8. The drive motor thermal management system according to claim 7, characterized in that: A temperature and pressure sensor is also included between the pressure control valve and the energy conversion device, and the temperature and pressure sensor is used to detect the temperature and pressure of the refrigerant.

9. The drive motor thermal management system according to claim 1, characterized in that: The connection path between the condenser and the boost pump also includes a liquid storage drying tank, which is used to store, dry and filter the refrigerant.

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

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