A drive motor thermal management system and vehicle

Abstract

The application discloses a kind of drive motor thermal management system and vehicle.The drive motor thermal management system includes refrigerant pipeline and condenser, booster pump, drive motor and energy conversion device connected by refrigerant pipeline, and the refrigerant outlet of energy conversion device is connected with the refrigerant inlet of condenser;Refrigerant in refrigerant pipeline circulates through condenser, booster pump, drive motor and energy conversion device;Refrigerant in refrigerant pipeline absorbs heat and vaporizes at drive motor, and the refrigerant after vaporization enters energy conversion device, and energy conversion device converts the energy carried by refrigerant into electric energy.The above scheme can not only cool the drive motor to ensure normal operation of the drive motor, but also convert the heat generated by the drive motor into electric energy, increase energy, improve the comprehensive efficiency of vehicle lifting drive and thermal management, and improve the vehicle range.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of vehicle thermal management, and particularly relate to a drive motor thermal management system and a vehicle. BACKGROUND

[0002] To cope with environmental pollution and energy shortage, electric vehicles are booming. During the driving process of the electric vehicle, the drive motor generates a large amount of heat. In the prior art, the drive motor is generally cooled by air cooling or water cooling to ensure that the drive motor operates safely and reliably in an appropriate operating range. However, the existing cooling technology cannot recover and reuse the heat generated by the drive motor, resulting in energy waste and low overall energy utilization efficiency of the system. SUMMARY

[0003] Therefore, the present application provides a drive motor thermal management system and a vehicle to effectively utilize the heat of the drive motor and improve the comprehensive efficiency of driving and thermal management.

[0004] In a first aspect, an embodiment of the present application 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 through the refrigerant pipeline, a refrigerant outlet of the energy conversion device being connected with a 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.

[0005] The refrigerant in the refrigerant pipeline absorbs heat and vaporizes at the drive 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.

[0006] Optionally, the energy conversion device comprises a turbine and a generator, the turbine being connected in the refrigerant pipeline and being used to convert the energy carried by the refrigerant into mechanical energy;

[0007] The generator is in transmission connection with the turbine, and the generator converts the mechanical energy generated by the turbine into electrical energy and outputs.

[0008] Optionally, the refrigerant pipeline comprises a drive motor section, and the drive motor section surrounds the stator of the drive motor.

[0009] The drive motor section comprises a first flow-through area and a second flow-through area oppositely arranged along a first direction, the first flow-through area and the second flow-through area being respectively located on the upper and lower sides of the stator along the first direction, and along the first direction, the pipe width of the first flow-through area is smaller than the pipe width of the second flow-through area.

[0010] The first direction is the direction of gravity of the drive motor section.

[0011] Optionally, the refrigerant pipeline comprises a drive motor section, and the drive motor section surrounds the stator of the drive motor.

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

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

[0014] The heat pipe comprises a first pipe wall and a second pipe wall oppositely arranged along a first direction, and the first pipe wall and the second pipe wall are respectively located on the upper and lower sides of the stator along the first direction, and the thickness of the first pipe wall is smaller than the thickness of the second pipe wall along the first direction.

[0015] The first direction is the gravity direction of the drive motor section.

[0016] Optionally, the drive motor thermal management system further comprises a heat preservation structure, and the heat preservation structure covers at least part of the refrigerant pipeline between the drive motor and the energy conversion device.

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

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

[0019] Optionally, the connection path of the condenser and the booster pump further comprises a liquid storage and drying tank, and the liquid storage and drying tank is used to store, dry and filter the refrigerant.

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

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

[0022] Figure 1 FIG. 1 is a structural schematic diagram of a drive motor thermal management system provided by an embodiment of the present application;

[0023] Figure 2 FIG. 2 is a structural schematic diagram of another drive motor thermal management system provided by an embodiment of the present application;

[0024] Figure 3 FIG. 3 is a structural schematic diagram of a refrigerant pipeline provided by an embodiment of the present application;

[0025] Figure 4 FIG. 4 is a structural schematic diagram of a heat pipe provided by an embodiment of the present application.

[0026] Figure 5 For Figure 4 A-A' direction cross-sectional structure schematic diagram. DETAILED DESCRIPTION

[0027] The application will be further described below in conjunction with the drawings and embodiments. It should be understood that the specific embodiments described herein are merely intended for explaining the application, but not limiting the application. In addition, it should be noted that only the parts related to the application are shown in the drawings for the convenience of description, but not all the structures.

[0028] It should be noted that the terms "have", "contain", "include" and the like described in the embodiments of the application are open terms, i.e., when a module is described as "having", "containing" or "including" 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 terms "upper", "lower", "left", "right" and the like described in the embodiments of the application are described with respect to the angle shown in the drawings, and should not be understood as limiting the embodiments of the application. In addition, it should be understood in the context that when an element is mentioned to be formed "on" or "under" another element, it can be directly formed "on" or "under" the other element, or indirectly formed "on" or "under" the other element through an intermediate element. The terms "first", "second" and the like are only for descriptive purposes, and do not represent any order, quantity or importance, but are only used to distinguish different components. For those skilled in the art, the specific meanings of the above terms in the application can be understood according to the specific circumstances.

[0029] The embodiments of the application provide a driving motor thermal management system, which can be applied to a new energy vehicle, including but not limited to an electric vehicle. Figure 1 A structure schematic diagram of the driving motor thermal management system provided by the embodiments of the application is shown in FIG. 1. Figure 1 In the embodiments of the application, the driving motor thermal management system includes a refrigerant pipeline 10, a condenser 20, a booster pump 30, a driving 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 with the refrigerant inlet of the condenser 20. The refrigerant circulating in the refrigerant pipeline 10 flows through the condenser 20, the booster pump 30, the driving motor 40 and the energy conversion device 50. The refrigerant in the refrigerant pipeline 10 absorbs heat and vaporizes at the driving motor 40. The vaporized refrigerant enters the energy conversion device 50, and the energy conversion device 50 converts the energy carried by the refrigerant into electric energy.

[0030] As Figure 1As shown, the condenser 20, the booster pump 30 and the energy conversion device 50 are heat management components in the drive motor heat management system, and the three are sequentially connected through the refrigerant pipeline 10, and the drive motor 40 is located in the connection path of the booster pump 30 and the energy conversion device 50. The refrigerant pipeline 10 can be an air conditioning pipeline in the 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 with the liquid inlet of the booster pump 30. The condenser 20 belongs to a kind of heat exchanger, which can convert gaseous refrigerant into liquid refrigerant. The booster pump 30 is used to increase the pressure of the refrigerant, thereby increasing the critical temperature of the refrigerant gasification. The booster pump 30 can be any pump with the same function as an electric booster gear pump or a double screw hydraulic pump, and the present embodiment does not limit it. The liquid outlet of the booster pump 30 is connected with the liquid inlet of the drive motor 40, the liquid outlet of the drive motor 40 is connected with the refrigerant inlet of the energy conversion device 50 (i.e. the liquid inlet of the energy conversion device 50), the refrigerant outlet of the energy conversion device 50 (i.e. the liquid outlet of the energy conversion device 50) is connected with the refrigerant inlet of the condenser 20 (i.e. the liquid inlet of the condenser 20), forming a closed-loop connected drive motor heat management pipeline.

[0032] The drive motor 40 provides driving force for the whole vehicle, and generates a large amount of heat during operation. In the present embodiment, when the refrigerant flows through the drive motor 40, it can absorb the heat of the drive motor 40 to change phase, so that at least part of the liquid refrigerant vaporizes into gaseous refrigerant, thereby cooling the drive motor 40 and improving the efficiency of the drive motor 40. By adding the energy conversion device 50 at the rear end of the drive motor 40, the gaseous refrigerant after phase change enters the energy conversion device 50. Since the refrigerant has energy, when the gaseous refrigerant enters the energy conversion device 50, the energy conversion device 50 is used to convert the energy in the gaseous refrigerant into electrical energy, so that the energy is increased, and the generated electrical energy can be used by the high and low voltage components of the vehicle or stored in the power battery.

[0033] The refrigerant at the drive motor 40 absorbs heat and the internal energy increases, and after vaporization, the enthalpy value increases, and the pressure and temperature also rise, further increasing the enthalpy value of the refrigerant. The low-pressure liquid refrigerant flowing out of the energy conversion device 50 enters the condenser 20, and the condenser 20 transfers the heat of the refrigerant to the external environment, and the refrigerant is gradually liquefied, the enthalpy value is reduced, and the cycle is repeated.

[0034] In the embodiment of the present application, the drive motor thermal management system comprises a refrigerant pipeline and a condenser, a booster pump, a drive motor and an energy conversion device connected through the refrigerant pipeline, the refrigerant outlet of the energy conversion device is connected with the refrigerant inlet of the condenser; the refrigerant circulating in the refrigerant pipeline flows 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 drive motor, the vaporized refrigerant enters the energy conversion device, and the energy conversion device converts the energy carried by the refrigerant into electric energy. By adopting the above scheme, the drive motor can be cooled to ensure normal operation of the drive motor, and the heat generated by the drive motor can be converted into electric energy to increase energy and improve the comprehensive efficiency of vehicle lifting drive and thermal management, which is beneficial to improve the vehicle cruising range.

[0035] The specific structure of the energy conversion device is not limited, and can be set according to actual needs by those skilled in the art. Any structure capable of converting the energy in the fluid into electric energy is within the scope of the technical scheme protected by the embodiment of the present application.

[0036] For example, Figure 2 Another structure schematic diagram of a drive motor thermal management system provided by the embodiment of the present application is shown in Figure 2 In the embodiment, the energy conversion device 50 comprises a turbine 501 and a generator 502, the turbine 501 is connected in the refrigerant pipeline 10 and is used for converting the energy carried by the refrigerant into mechanical energy; the generator 502 is in driving connection with the turbine 501, and the generator 502 converts the mechanical energy generated by the turbine 501 into electric energy and outputs the electric energy.

[0037] The turbine 501 is a machine for converting the energy in the fluid medium into mechanical energy, and the gaseous refrigerant vaporized by the drive motor 40 enters the turbine 501 and expands to do work in the turbine 501, and the internal energy of the refrigerant is converted into mechanical energy. The generator 502 is in driving connection with the turbine 501, for example, the generator 502 can be connected with a turbine shaft of the turbine 501, when the turbine shaft rotates, the generator 502 can be directly or through a transmission mechanism driven to rotate, and then output electric energy.

[0038] The turbine 501 can be a turbine, but is not limited thereto. The turbine 501 and the generator 502 are used to realize the conversion of electric energy, the structure of the energy conversion device is simple, easy to realize, and low in cost.

[0039] Optionally, Figure 3 A structure schematic diagram of a refrigerant pipeline provided by the embodiment of the present application is shown in Figure 3 The cross-sectional structure schematic 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 driving motor section 101 surrounding a stator (not shown in the figure) of the driving motor 40. The driving motor section 101 includes a first flow-through area 1011 and a second flow-through area 1012 oppositely arranged along a first direction X, and the first flow-through area 1011 and the second flow-through 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 pipeline width of the first flow-through area 1011 is smaller than the pipeline width of the second flow-through area 1012. The first direction X is the gravity direction of the driving motor section 101.

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

[0041] It can be understood that the relative positions between the components of the driving motor thermal management system are fixed after the system is installed in the vehicle. In this embodiment, the first direction X can be defined as the gravity direction of the driving motor section 101, that is, the first direction X is the direction of the driving motor section 101 towards the ground after the system is installed, and the direction from top to bottom is shown in Figure 3 .

[0042] The first flow-through area 1011 is part of the refrigerant pipeline 10 surrounding the upper side of the stator (based on the first direction X), and the second flow-through area 1012 is part of the refrigerant pipeline 10 surrounding the lower side of the stator. Alternatively, the first flow-through area 1011 is part of the refrigerant pipeline 10 surrounding the upper half of the stator, and the second flow-through area 1012 is part of the refrigerant pipeline 10 surrounding the lower half of the stator. The first flow-through area 1011 and the second flow-through area 1012 are in communication with each other.

[0043] In this embodiment, it is proposed that the pipeline width of the first flow-through area 1011 can be set to be smaller than the pipeline width of the second flow-through area 1012. The pipeline width is the distance between the outer wall and the corresponding inner wall of the driving motor section 101, that is, the pipeline width shown in the cross-sectional view. Figure 3 It can be understood that the greater the pipeline width, the greater the flow area of the refrigerant. By setting the pipeline width surrounding the stator on the lower side to be larger, the refrigerant that is not vaporized is more likely to flow downward under the action of gravity, thereby being re-evaporated to improve the evaporation efficiency of the refrigerant. At the same time, the evaporated refrigerant is more likely to flow to the refrigerant pipeline 10 at the rear end through the liquid outlet.

[0044] Optionally, in some embodiments, reference can be continued to Figure 1The refrigerant pipeline 10 comprises a driving motor section surrounding a stator of the driving motor 40; the driving motor heat management system further comprises a heat pipe 60 located at the driving motor section and fixed to a side of the stator, the heat pipe 60 being used to absorb heat of the stator.

[0045] The driving motor section can be arranged in the manner as described in the above embodiments, which will not be repeated here. In this embodiment, the heat pipe 60 can also be arranged in the refrigerant pipeline 10 at the driving motor 40, and the heat pipe 60 is close to the side of the stator.

[0046] The working principle of the heat pipe 60 is based on the vaporization and condensation process of liquid. When one end (evaporation section) of the heat pipe 60 is heated, the liquid working medium in the heat pipe 60 absorbs heat and evaporates into a gaseous state; the gaseous medium then flows to the other end (condensation section) of the heat pipe 60, where it releases latent heat by condensation and re-condenses into a liquid state to return to the evaporation section, thereby forming a heat conduction cycle.

[0047] In this embodiment, by adding the heat pipe 60, the working temperature of the stator coil is reduced, the resistance of the coil during operation is reduced, the cooling effect of the driving motor 40 is further improved, and the working efficiency of the driving motor 40 is improved.

[0048] In this embodiment, the specific shape, number and specific relative position relationship with the stator of the heat pipe 60 are not limited, and can be set according to actual needs by those skilled in the art. For example, the heat pipe 60 can be arranged around the stator in the driving motor section, or the heat pipe 60 can extend parallel to the driving motor section 101, or the heat pipe 60 can be in communication with the refrigerant pipeline 10 at both ends of the driving motor section 101, but is not limited thereto.

[0049] For example, Figure 4 A structural schematic diagram of a heat pipe provided in this embodiment of the application, Figure 5 For Figure 4 A sectional structural schematic diagram along the A-A' direction, which 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 driving motor section; the heat pipe 60 comprises a first pipe wall 601 and a second pipe wall 602 oppositely arranged along a first direction X, the first pipe wall 601 and the second pipe wall 602 being respectively located on the upper and lower sides of the stator along the first direction X, the thickness of the first pipe wall 601 being smaller than the thickness of the second pipe wall 602 along the first direction X; wherein the first direction X is the gravity direction of the driving motor section.

[0050] In some embodiments of the present application, the heat pipe 60 can extend in parallel with the refrigerant pipeline, and the heat pipe 60 can include an evaporation section 603, a condensation section 604, and a transfer section 605 between the evaporation section 603 and the condensation section 604. When the liquid working medium is in contact with the heat source, the heat causes the liquid working medium to evaporate, at which time the evaporation section 603 absorbs a large amount of heat and converts it into latent heat of the gaseous state. The gaseous medium generated by evaporation is transported to the condensation section 604 by the capillary structure or gravity inside the heat pipe 60. In the condensation section 604, the gaseous medium condenses in the cold, releases latent heat, and transfers 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 the present embodiment, the heat pipe 60 includes a first pipe wall 601 and a second pipe wall 602, which are the upper and lower pipe walls of the heat pipe 60. Here, the upper and lower are still based on the first direction X, and the first pipe wall 601 is the upper pipe wall of the heat pipe 60, and the second pipe wall 602 is the lower pipe wall of the heat pipe 60.

[0052] In the present embodiment, it is proposed that the thickness of the first pipe wall 601 can be less than the thickness of the second pipe wall 602. It can be understood that the greater the pipe wall thickness, the greater the flow area of the medium in the capillary structure inside the heat pipe 60. By setting the upper pipe wall of the heat pipe 60 to be thinner and the lower pipe wall to be thicker, it is beneficial for the condensed liquid working medium to return to the evaporation section 603, thereby improving the cooling efficiency.

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

[0054] In some embodiments, the refrigerant pipeline 10 behind the drive motor 40 can be subjected to heat preservation treatment, for example, a heat preservation 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, and to ensure the expansion capability of the refrigerant in the turbine 501.

[0055] The specific setting mode of the heat preservation structure is not limited in the embodiments of the present application, and can be set according to actual needs by those skilled in the art. For example, in an optional embodiment, the heat preservation structure can be an EPDM heat preservation sponge, but is not limited thereto.

[0056] Optionally, continuing to refer to Figure 1 , the connection path between the drive motor 40 and the energy conversion device 50 further includes a pressure control valve 70 for adjusting the pressure of the vaporized refrigerant.

[0057] The pressure control valve 70 is installed at the outlet of the driving motor 40, and the pressure control valve 70 is used to control the gasification pressure, so that the refrigerant entering the energy conversion device 50 has a high enthalpy value.

[0058] For example, the pressure control valve 70 is used to control the refrigerant in a pressure range of 1.7-2 MPa and a temperature of not more than 66℃.

[0059] Optionally, with reference to Figure 1 , the pressure control valve 70 and the energy conversion device 50 further comprise a temperature and pressure sensor 80, and 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 pressure of the refrigerant in the refrigerant pipeline 10, so as to regulate the working state of the pressure control valve 70 according to the detection value of the temperature and pressure sensor 80, and realize accurate control of the pressure control valve 70 according to the state of the refrigerant.

[0061] Optionally, with reference to Figure 1 , the connecting path of the condenser 20 and the booster pump 30 further comprises a liquid storage and drying tank 90, and the liquid storage and drying tank 90 is used to store, dry and filter the refrigerant.

[0062] The liquid storage and drying tank 90 is a component with the functions of storing, drying and filtering the refrigerant, which is continuously improved and updated in the development process of the air conditioner. The presence 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 and drying tank 90 is not limited in the embodiments of the present application, and can be set according to actual needs by those skilled in the art.

[0064] Based on the same inventive concept, the embodiments of the present application also provide a vehicle. The vehicle comprises the driving motor thermal management system provided by any of the embodiments of the present application, and therefore, the vehicle provided by the embodiments of the present application has all the technical features and corresponding beneficial effects of the driving motor thermal management system provided by the embodiments of the present application, which will not be described here. For example, the vehicle can be any new energy vehicle including an electric vehicle, and the embodiments of the present application are not limited thereto.

[0065] Note that the above is only the preferred embodiments of the present application and the technical principles applied. Those skilled in the art will understand that the present application is not limited to the specific embodiments herein, and those skilled in the art can make various obvious changes, re-adjustments, mutual combinations and substitutions without departing from the protection scope of the present application. Therefore, although the present application has been described in more detail through the above embodiments, the present application is not limited to the above embodiments, and can include more other equivalent embodiments without departing from the inventive concept, and the scope of the present application is determined by the scope of the appended claims.

Claims

1. A thermal management system for a drive motor, characterized in that, include: The refrigerant piping includes a condenser, a booster pump, a drive motor, and an energy conversion device connected through the refrigerant piping. The refrigerant outlet of the energy conversion device is connected to the refrigerant inlet of the condenser. The refrigerant in the refrigerant piping 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 drive motor. The vaporized refrigerant then enters the energy conversion device, which converts the energy carried by the refrigerant into electrical energy. The refrigerant piping includes a drive motor section that surrounds the stator of the drive motor. 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 the 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. Wherein, the first direction is the direction of gravity of the drive motor segment.

2. The drive motor thermal management system according to claim 1, characterized in that, The energy conversion device includes a turbine and a generator. 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 connected to the turbine in a drive system, 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 piping includes a drive motor section that surrounds the stator of the drive motor. The drive motor thermal management system also includes a heat pipe 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.

4. The drive motor thermal management system according to claim 3, characterized in that, The extension direction of the heat pipe is the same as the extension direction of the drive motor section; The heat pipe includes a first pipe wall and a second pipe wall disposed opposite to each other along a first direction. The first pipe wall and the second pipe 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 pipe wall is less than the thickness of the second pipe wall. Wherein, the first direction is the direction of gravity of the drive motor segment.

5. The drive motor thermal management system according to claim 1, characterized in that, The drive motor thermal management system further includes an insulation structure that covers at least a portion of the refrigerant piping between the drive motor and the energy conversion device.

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

7. The drive motor thermal management system according to claim 6, characterized in that, The pressure control valve and the energy conversion device also include a temperature and pressure sensor, which is used to detect the temperature and pressure of the refrigerant.

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

9. A vehicle, characterized in that, Includes the drive motor thermal management system as described in any one of claims 1 to 8.

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