Electromagnetic electronic expansion valve, thermal management system and vehicle

Abstract

An electromagnetic electronic expansion valve (EEV), a thermal management system, and a vehicle are provided. The electromagnetic EEV includes a housing 200, an iron core 300, a return spring 400, a coil assembly 800, an armature assembly 500, a throttle channel 501, and a valve body 600 defining a first channel 601 and a second channel 602. A valve seat 603 is provided in the second channel 602. The return spring 400 abuts the iron core 300 and the armature assembly 500 at both ends. The coil assembly 800 is disposed outside the housing 200, and when not energized, the iron core 300, the armature assembly 500, and the housing 200 together form an accommodating cavity 201. The throttle channel 501 communicates with the first channel 601 and the accommodating cavity 201. The armature assembly 500 is detachably coupled to the valve seat 603.

Description

[Technical Field]

[0001] The present invention relates to the field of thermal management systems, and more particularly to electromagnetic electronic expansion valves (EEVs), thermal management systems, and vehicles. [Background technology]

[0002] An electromagnetic electronic expansion valve (EEV) is a key component in an automotive thermal management system. The simplest form of a refrigeration cycle consists of four main components. Specifically, see FIG. 1, which is a schematic diagram illustrating the structure of a simple refrigeration cycle. As can be seen from FIG. 1, the refrigerant in the refrigeration cycle first passes through a compressor 100, which compresses the refrigerant into a high-temperature, high-pressure gas phase. The refrigerant then passes through a condenser 103, where it condenses and releases its retained heat. As the heat is removed, the liquid cools, becoming a medium-temperature, high-pressure refrigerant. It then passes through a throttle hole in an expansion valve 102. Passing through the throttle hole creates a throttling effect, resulting in a rapid volume expansion and a rapid drop in both pressure and temperature. As a result, the refrigerant is transformed into a low-temperature, low-pressure gas or gas-liquid mixture. Finally, the refrigerant absorbs heat from the surrounding environment in an evaporator 101, cooling the surrounding environment and lowering its temperature.

[0003] The vigorous development of new energy vehicles (NEVs), especially pure electric vehicles, has expanded the scope of application of automotive thermal management systems from the traditional engine and passenger compartment to battery modules, electronic control systems, and other key components of NEVs. Conventional thermal expansion valves cannot meet the precise control requirements of NEV thermal management systems. Existing electromagnetic EEVs perform throttling and expansion by opening and closing a valve plug under the control of a PWM wave. These offer various advantages, including precise control, fast response, and excellent sealing performance. Specifically, see FIG. 2, which is a schematic diagram showing the structure of an electromagnetic EEV. As can be seen from FIG. 2, an electromagnetic EEV essentially consists of a coil pin 900, an electromagnetic coil 800, an iron core, a return spring, an armature 700, a valve stem, and a valve seat. The electromagnetic coil 800 is energized by a voltage signal received from the controller at the coil pin 900, generating a magnetic field that generates an electromagnetic force on the armature 700, moving it upward and opening the valve plug 604. As a result, refrigerant passes through a restrictor hole in the valve seat and expands due to the resulting throttling effect. When the coil is de-energized, the magnetic field disappears and the armature 700 moves downward under the action of a return spring, closing the valve plug 604. The electromagnetic EEV opens and closes at a frequency controlled by a PWM wave, and the flow rate of refrigerant through the valve plug 604 can be adjusted by modulating the pulse width of the wave.

[0004] At present, electromagnetic EEVs are mainly used in thermal management systems for industrial applications such as refrigerators and freezers, because these applications usually have large compartments and heat dissipation spaces, and are characterized by relatively low power consumption, system noise, and service life requirements for the thermal management system.

[0005] However, passenger-type NEVs (including pure electric vehicles, plug-in hybrid vehicles, and extended-range vehicles) place ever-increasing demands on the precise control and rapid dynamic response of the thermal management systems used herein, despite the limited space and currently popular active grille shutter (AGS) design. This design is detrimental to the heat dissipation efficiency of the associated electromagnetic EEV because it tends to increase the valve coil temperature, which leads to increased coil resistance, input power to drive the coil, and power consumption of the system. In addition, higher coil temperatures can accelerate the degradation of the coil material and shorten the service life of the electromagnetic EEV.

[0006] Therefore, there is an urgent need in the art for a new electromagnetic EEV that overcomes the shortcomings of the prior art discussed above. Summary of the Invention [Problem to be solved by the invention]

[0007] An object of the present invention is to provide an electromagnetic electronic expansion valve (EEV), thermal management system, and vehicle that overcomes problems associated with the prior art, including increased power consumption and reduced service life of conventional electromagnetic EEVs due to increased temperatures during operation, as well as significant wear and noise on the armature assembly and the iron core therein during operation. [Means for solving the problem]

[0008] To this end, the present invention provides an electromagnetic EEV including a housing, an iron core, a return spring, a coil assembly, an armature assembly, and a valve body defining a first channel and a second channel. A valve seat is provided in the second channel. The electromagnetic EEV further includes at least one throttle channel.

[0009] The iron core, the return spring, and the armature assembly are arranged in the housing from top to bottom, with the return spring abutting the iron core and the armature assembly at both ends.

[0010] The coil assembly is disposed outside the housing, and when not energized, the core, armature assembly, and housing together form a receiving cavity.

[0011] The restrictor channel communicates with the first channel and the receiving cavity.

[0012] The armature assembly is removably coupled to the valve seat.

[0013] Optionally, the armature assembly may have an outer diameter that is smaller than an inner diameter of the housing, and the restrictor channel may be defined between the exterior of the armature assembly and the interior of the housing.

[0014] Optionally, a plurality of throttle channels may be formed in the armature assembly, the plurality of throttle channels being arranged rotationally symmetrically about the axis of said armature assembly.

[0015] Optionally, each of the restriction channels may include a restriction hole that passes through the body of the armature assembly from top to bottom and has a constant diameter.

[0016] Optionally, each of the restriction channels may include a restriction hole that penetrates the body of the armature assembly from top to bottom and has a structure with a varying diameter, where each restriction hole includes a first restriction hole section at a vertical upper portion and a second restriction hole section at a vertical lower portion connected to the first restriction hole section, and the cross-sectional area of ​​the first restriction hole section is smaller than the cross-sectional area of ​​the second restriction hole section.

[0017] Optionally, each of the restriction channels may be one of a cylindrical and a rectangular parallelepiped shape.

[0018] Optionally, the armature assembly may further include a return spring receiving hole, the return spring receiving hole not intersecting any of the restrictor channels.

[0019] Optionally, each of the throttle channels may comprise a groove formed in an outer surface of the armature assembly, the grooves being arranged rotationally symmetrically about the axis of the armature assembly.

[0020] Optionally, the restriction channel may have a ratio of a length to a diameter of an equivalent circle with the same area as the top of the restriction channel that is greater than 0.2.

[0021] Optionally, the throttle channel and the armature assembly may satisfy Equation 1 below:

[0022] (Number 1) 30 <S1 / S2<150

[0023] Here, S2 represents the total area of ​​the portion where the throttle channel contacts the receiving cavity, and S1 represents the area of ​​the portion where the armature assembly contacts the receiving cavity.

[0024] To the above ends, the present invention also provides a thermal management system including an electromagnetic EEV as defined in any of the preceding paragraphs.

[0025] To this end, the present invention also provides a vehicle including a thermal management system as defined above.

[0026] Compared with the prior art, the electromagnetic EEV, thermal management system, and vehicle of the present invention provide the following advantages:

[0027] The electromagnetic EEV includes a housing, an iron core, a return spring, a coil assembly, an armature assembly, and a valve body defining a first channel and a second channel. A valve seat is provided in the second channel. The electromagnetic EEV further includes at least one throttle channel. The iron core, return spring, and armature assembly are arranged in this order from top to bottom within the housing, with the return spring abutting the iron core and armature assembly at both ends. The coil assembly is arranged above the housing, and when not energized, the iron core, armature assembly, and housing together form an accommodating cavity. The throttle channel communicates with the first channel and the accommodating cavity, and the armature assembly is detachably connected to the valve seat. With this configuration, in the electromagnetic EEV of the present invention, when the coil assembly arranged on the housing is energized, a magnetic field is generated surrounding the armature assembly, exerting an electromagnetic force on the armature assembly within the housing. As a result, the armature assembly is driven upward, compressing the return spring. The armature assembly rises until it contacts the iron core. When the coil assembly is de-energized, the magnetic field disappears, and therefore the upward electromagnetic force acting on the armature assembly also disappears. As a result, the return spring expands, lowering the armature assembly, causing the pressure in the receiving cavity to drop below the pressure around the valve seat. Because the throttle channel communicates with the receiving cavity and the first channel, the refrigerant flows upward from the first channel through the throttle channel and into the receiving cavity. Due to the small diameter of the throttle channel, the refrigerant is pressurized and flows as a liquid through the throttle channel. Upon entering the receiving cavity from the throttle channel, the refrigerant experiences a pressure drop and expands to a gas due to the sudden loss of volume restriction. This is also achieved by a sudden drop in the refrigerant's temperature due to the refrigerant's physical and chemical properties. As a result, the temperature of the entire containment cavity drops, and this cool air is transferred by the housing to the coil assembly around the housing, removing heat generated by the coil assembly and cooling all of the drive components of the electromagnetic EEV. The next operating cycle begins when the coil assembly is again energized, generating an electromagnetic force that raises the armature assembly.The coolant in the cavity absorbs heat from the surrounding housing and is forced through the throttle channel toward the valve seat. Because the valve seat is open at this point, the coolant flows directly into the second channel through the valve seat, absorbing heat. As the armature assembly moves upward, the volume of the cavity gradually decreases, causing the internal pressure to continuously increase. As a result, the coolant in the cavity experiences a rise in saturation temperature and subcooling, continuously changing phase from gas to liquid. As the liquid phase ratio increases, the viscosity of the coolant as a whole increases, and the fluid damping force becomes stronger. This slows the speed at which the armature assembly moves toward the upper limit (the position where it contacts the iron core), reducing mechanical wear and noise caused by collisions between the armature assembly and the iron core during operation. Therefore, the electromagnetic EEV of the present invention can reduce the temperature of the coil assembly surrounding the housing, thereby extending its service life and reducing power consumption. Furthermore, the low speed impact of the armature assembly on the iron core reduces wear and noise during operation, improving the durability and stability of the electromagnetic EEV, which provides an excellent basis for extending the service life of related vehicle components, such as the battery and motor.

[0028] The thermal management systems and vehicles of the present invention are based on the same inventive concepts as the electromagnetic EEV of the present invention, and therefore need not be described in further detail herein, as they offer at least the same advantages as the electromagnetic EEV. [Brief explanation of the drawings]

[0029] [Figure 1] 1 is a schematic diagram showing the structure of a simple refrigeration cycle according to the prior art; [Figure 2] 1 is a schematic diagram showing the structure of a conventional electromagnetic electronic expansion valve (EEV). [Figure 3] 1 shows the structure of an electromagnetic EEV according to one embodiment of the present invention. [Figure 4] 10A and 10B illustrate schematic diagrams of an armature assembly moving downwards according to an embodiment of the present invention; [Figure 5]10 is a schematic partial view of a receiving cavity and a restrictor channel during a downward movement of an armature assembly according to one embodiment of the present invention; [Figure 6] 10A and 10B illustrate schematic diagrams of an armature assembly moving upward in accordance with an embodiment of the present invention; [Figure 7] 1 illustrates an armature assembly and throttle channel arrangement I according to one embodiment of the present invention. [Figure 8] 10 shows an arrangement II of an armature assembly and throttle channel according to one embodiment of the present invention. [Figure 9] 10 shows an arrangement III of an armature assembly and throttle channel according to one embodiment of the present invention. [Figure 10] 4 shows an arrangement IV of an armature assembly and throttle channel according to one embodiment of the present invention. [Figure 11] FIG. 1 illustrates a top view of an armature assembly according to one embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0030] Specific embodiments of the present invention are described in detail below with reference to the accompanying drawings. Advantages and features of the present invention will become more apparent from the following description. It should be noted that the figures are provided in highly simplified form and are not necessarily drawn to scale, with the sole purpose of more simply and clearly illustrating the disclosed embodiments. It will be understood that the figures may not necessarily depict the structures described herein to scale, and that exemplary features shown in the figures for illustrating certain principles of the present invention may be somewhat simplified. Specific design features of the inventions disclosed herein, such as specific dimensions, orientations, locations, and shapes, are determined in part by the particular intended application and environment of use. In addition, in the embodiments described below, like reference numerals may be used to refer to identical or functionally similar elements across different views, although their descriptions may not be repeated. In this specification, like reference numerals and letters refer to like items in the figures, and thus an item defined once in one view may not be described in a subsequent view.

[0031] Example 1 In one embodiment of the present invention, an electromagnetic electronic expansion valve (EEV) is provided. Reference is now made particularly to FIGS. 3 to 6. FIG. 3 is a schematic diagram showing the structure of the electromagnetic EEV (the electromagnetic coils are not labeled). FIG. 4 is a schematic partial view showing the armature assembly moving downward (the electromagnetic coils are not labeled). FIG. 5 is a schematic partial view showing the armature assembly moving downward. FIG. 6 is a schematic partial view showing the armature assembly moving upward (the electromagnetic coils are not labeled). As can be seen from FIGS. 3 to 6, the electromagnetic EEV includes a housing 200, an iron core 300, a return spring 400, a coil assembly 800, an armature assembly 500, and a valve body 600 defining a first channel 601 and a second channel 602. A valve seat 603 is provided in the second channel 602. The electromagnetic EEV further defines at least one throttle channel 501. The iron core 300, the return spring 400, and the armature assembly 500 are arranged in this order from top to bottom within the housing 200, and both ends of the return spring 400 abut against the iron core 300 and the armature assembly 500. The coil assembly 800 is arranged outside the housing 200. When the coil assembly 800 is not energized, the iron core 300, the armature assembly 500, and the housing 200 together form an accommodating cavity 201. The restrictor channel 501 communicates with the first channel 601 and the accommodating cavity 201, and the armature assembly 500 can be detachably connected to the valve seat 603.

[0032] With this configuration, in the electromagnetic EEV of the present invention, the coil assembly 800 is disposed on the outer periphery of the housing 200. When the coil assembly 800 is energized, a magnetic field is generated surrounding the armature assembly 500, exerting an electromagnetic force on the armature assembly 500 within the housing 200. As a result, the armature assembly 500 is driven to move upward, compressing the return spring 400. The armature assembly 500 rises until it contacts the iron core 300. When the coil assembly 800 is de-energized, the magnetic field disappears, and therefore the upward electromagnetic force exerted on the armature assembly 500 also disappears. As a result, the return spring 400 expands, lowering the armature assembly 500, and the pressure within the accommodating cavity 201 becomes lower than the pressure around the valve seat 603. Because the throttle channel 501 communicates with the receiving cavity 201 and the first channel 601, the coolant flows upward from the first channel 601 through the throttle channel 501 and into the receiving cavity 201. Due to the small diameter of the throttle channel 501, the coolant is pressurized and flows as a liquid within the throttle channel 501. Upon entering the receiving cavity 201 from the throttle channel 501, the coolant experiences a pressure drop and expands into a gas due to the sudden loss of volume restriction. This is also achieved by a sudden drop in the temperature of the coolant due to the physical and chemical properties of the coolant. As a result, the temperature of the entire receiving cavity 201 drops, and the cool air is transferred by the housing 200 to the coil assembly 800 around the housing 200, removing the heat generated by the coil assembly 800 and cooling the entire drive component of the electromagnetic EEV. The next operating cycle begins when the coil assembly 800 is again energized, generating an electromagnetic force that lifts the armature assembly 500. The refrigerant in the accommodating cavity 201, which has removed heat from the surroundings of the housing 200, is forced through the throttle channel 501 toward the vicinity of the valve seat 603. At this point, the valve seat 603 is in an open state, so the refrigerant flows directly into the second channel 602 through the valve seat 603 and removes heat. As the armature assembly 500 moves upward, the volume of the accommodating cavity 201 gradually decreases, and the internal pressure continuously increases. As a result, the saturation temperature of the refrigerant in the accommodating cavity 201 increases and the refrigerant becomes supercooled, continuously changing phase from gas to liquid.As the liquid phase ratio increases, the viscosity of the entire refrigerant increases, and the fluid damping force becomes stronger. This slows the speed at which the armature assembly 500 moves toward the upper limit (the position where it contacts the iron core 300), reducing mechanical wear and noise caused by collisions between the armature assembly 500 and the iron core 300 during operation. Therefore, the electromagnetic EEV of the present invention can reduce the temperature of the coil assembly 800 surrounding the housing 200, thereby extending its service life and reducing power consumption. Furthermore, because the armature assembly 500 collides with the iron core 300 at a low speed, wear and noise of the armature assembly 500 and the iron core 300 during operation are reduced, improving the durability and stability of the electromagnetic EEV. This provides an excellent basis for extending the service life of related vehicle components, such as the battery and motor.

[0033] In a preferred embodiment, the outer diameter of the armature assembly 500 is smaller than the inner diameter of the housing 200, and the restriction channel 501 is defined by the outside of the armature assembly 500 and the inside of the housing 200. With this configuration, in the electromagnetic EEV of the present invention, the restriction channel 501 is provided between the outside of the armature assembly 500 and the inside of the housing 200, which is achieved by a simple design in which the outer diameter of the armature assembly 500 is smaller than the inner diameter of the housing 200 instead of forming a bore or a slot in the armature assembly 500, thereby simplifying the structure of the armature assembly 500.

[0034] Preferably, the throttle channel 501 is formed in the armature assembly 500. A plurality of throttle channels 501 may be provided rotationally symmetrically around the axis of the armature assembly 500. Each throttle channel 501 may be a throttle hole 504 that penetrates the body of the armature assembly from top to bottom and has a constant diameter. With this configuration, in the pulse expansion valve of this embodiment, the plurality of throttle channels 501 that are rotationally symmetrical around the axis of the armature assembly 500 ensure that refrigerant flows into the throttle channels 501 at equal amounts, enabling uniform cooling of the driving components of the electromagnetic EEV and avoiding damage that may be caused by uneven cooling.

[0035] Reference is now made to FIG. 7, which is a schematic diagram of an armature assembly and throttle channel arrangement (Arrangement I). As can be seen from FIG. 7, in a preferred embodiment, each throttle channel includes a throttle hole 504 that passes through the body of the armature assembly from top to bottom and has a varying diameter. The throttle hole 504 includes a first throttle hole section 502 at the vertical upper portion and a second throttle hole section 503 at the vertical lower portion. The first throttle hole section 502 is connected to the second throttle hole section 503 and has a smaller cross-sectional area than the second throttle hole section 503. With this configuration, the refrigerant passes from the first channel 601 through the second throttle hole section 503 and the first throttle hole section 502 in sequence, and as it passes through the throttle hole 504, its pressure gradually increases, causing the refrigerant to be converted to a liquid phase within the throttle hole 504. Additionally, when the coolant enters the containment cavity 201 through the second restrictor section 503, the sudden loss of volume restriction causes it to expand into a gas, thereby cooling all of the drive components of the electromagnetic EEV.

[0036] 8-9, FIG. 8 is a schematic diagram of an alternative arrangement (Arrangement II) of the armature assembly and the throttle channel, and FIG. 9 is a schematic diagram of another alternative arrangement (Arrangement III) of the armature assembly and the throttle channel. As can be seen from FIGS. 8-9, in a preferred implementation, the throttle hole 504 has one of a cylindrical and a rectangular parallelepiped shape. Those skilled in the art will appreciate that the cylindrical and rectangular parallelepiped shapes of the throttle hole are merely illustrative of a preferred implementation of the present invention, and that other shapes are also possible within the scope of the present invention, including, but not limited to, an oblong, an oval, an oval cylinder, and a triangular prism. These shapes will not be described in further detail herein for the sake of brevity.

[0037] Referring to Figure 10, Figure 10 is a schematic diagram of yet another alternative arrangement (Arrangement IV) of the armature assembly and restrictor channels. As can be seen from Figure 10, in one preferred implementation, each restrictor channel 501 comprises a groove formed in the outer surface of the armature assembly, all of which are arranged rotationally symmetrically about the axis of the armature assembly 500. In this implementation, the grooves formed as restrictor channels 501 of the electromagnetic EEV provide at least the same effect as the previously described implementations and therefore need not be described in further detail herein.

[0038] 11, which is a schematic top view of the armature assembly. As can be seen from FIG. 11, the armature assembly 500 further includes a return spring receiving hole 401, which does not intersect with any of the throttle channels 501. The return spring 400 is inserted into the return spring receiving hole 401 so as to abut against the armature assembly 500. With this configuration, the electromagnetic EEV of this embodiment is designed so that the return spring receiving hole 401 does not intersect with any of the throttle channels 501. Therefore, when the return spring 400 abuts against the iron core 300 and the armature assembly 500, its presence does not adversely affect the arrangement of the throttle channels 501 or the flow of refrigerant.

[0039] In a preferred implementation, each throttle channel has a length with a ratio of the diameter of an equivalent circle with the same area as the top of the throttle channel greater than 0.2, which ensures that the coolant flows a long enough distance within the throttle holes 504 to convert to a liquid phase within the throttle holes 504 and expand to a gas upon entering the accommodating cavity 201, thereby cooling the entire drive components of the electromagnetic EEV.

[0040] Preferably, the throttle channel 501 and the armature assembly 500 satisfy the following equation 1:

[0041] (Number 1) 30 <S1 / S2<150

[0042] Here, S2 represents the total area of ​​the portion where the throttle channel 501 contacts the accommodating cavity 201, and S1 represents the area of ​​the portion where the armature assembly 500 contacts the accommodating cavity 201. With this configuration, the refrigerant has a throttling effect when it exits the upper portion of the throttle channel 501, and when it enters the accommodating cavity 201, the volume restriction is suddenly removed and the refrigerant expands to gas, allowing it to cool all of the driving components of the electromagnetic EEV.

[0043] Preferably, the coil assembly 800 includes an electromagnetic coil and a coil pin. The electromagnetic coil is disposed outside the housing 200, and the coil pin is disposed on top of the electromagnetic coil and configured to receive a voltage signal to energize the electromagnetic coil. The lower part of the armature assembly 500 further includes a valve plug 604, and the armature assembly 500 can be detachably connected to the valve seat 603 via the valve plug 604. With this configuration, the coil pin can receive a voltage signal from the controller, energizing the electromagnetic coil and generating a magnetic field. Under the action of the magnetic field surrounding the armature assembly 500, an electromagnetic force acts on the armature assembly 500, causing it to move upward. In this way, the refrigeration cycle of the electromagnetic EEV is completed.

[0044] Example 2 In one embodiment, a thermal management system is provided that includes an electromagnetic EEV according to the above embodiments.

[0045] According to this configuration, by adopting an electromagnetic EEV, the thermal management system can not only increase the response speed and control accuracy of the thermal management system, but also reduce noise generated during operation.

[0046] Example 3 In one embodiment, a vehicle is provided that includes a thermal management system as defined above.

[0047] Because the thermal management system has fast response speed and excellent control precision, the adoption of this thermal management system can extend the service life of the vehicle's battery, motor, and other components.

[0048] Furthermore, various functional modules in the embodiments described herein may be integrated into individual components or provided as separate modules. Alternatively, two or more such modules may be integrated into individual components. Furthermore, it should be noted that terms such as "first," "second," and "third," etc., as used herein are intended only to distinguish various components, elements, steps, etc. from one another, and are not intended to indicate a logical or sequential order thereof, unless otherwise stated or specified.

[0049] As used herein, unless otherwise stated or defined, when a first element is described as being "above" or "below" a second element, the first element may be in direct contact with the second element, or indirect contact with the second element through one or more intervening mediums. When a first element is described as being "on," "above," or "on top of" a second element, it may be right on, right above, or right on top of the second element, or obliquely on, obliquely above, or obliquely on top of the second element, or may simply be located at a higher level than the second element. When a first element is described as being "under," "below," or "at the bottom of" a second element, it may be right under, right below, or right at the bottom of, or obliquely under, obliquely below, or obliquely at the bottom of, or may simply be located at a lower level than the second element.

[0050] References throughout this specification to "one embodiment," "some embodiments," "one example," "particular examples," or "some examples" mean that the particular feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of the invention. Thus, the appearances of these phrases in various places throughout this specification do not necessarily refer to the same embodiment or example of the invention.

[0051] In summary, in the electromagnetic EEV of the present invention, when the coil assembly 800 disposed on the housing 200 is energized, a magnetic field is generated surrounding the armature assembly 500, and an electromagnetic force acts on the armature assembly 500 within the housing 200. As a result, the armature assembly 500 is driven to move upward, compressing the return spring 400. The armature assembly 500 rises and comes into contact with the iron core 300. When the coil assembly 800 is de-energized, the magnetic field disappears, and the upward electromagnetic force acting on the armature assembly 500 also disappears. As a result, the return spring 400 expands, causing the armature assembly 500 to descend, and the pressure within the accommodating cavity 201 becomes lower than the pressure around the valve seat 603. Because the throttle channel 501 communicates with the accommodating cavity 201 and the first channel 601, the coolant flows upward from the first channel 601 through the throttle channel 501 and into the accommodating cavity 201. Due to the small diameter of the throttle channel 501, the coolant is pressurized and flows as a liquid within the throttle channel 501. When the coolant enters the accommodating cavity 201 from the throttle channel 501, it experiences a pressure drop and suddenly loses volume restriction, causing it to expand into a gas. This is also achieved by a sudden drop in the temperature of the coolant due to the physical and chemical properties of the coolant. As a result, the temperature of the entire accommodating cavity 201 drops, and the cool air is transferred by the housing 200 to the coil assembly 800 around the housing 200, removing the heat generated by the coil assembly 800 and cooling the entire drive component of the electromagnetic EEV. The next operating cycle begins when the coil assembly 800 is energized again, generating an electromagnetic force that lifts the armature assembly 500. The refrigerant in the accommodating cavity 201, which has absorbed heat from the surroundings of the housing 200, is forced through the throttle channel 501 to the vicinity of the valve seat 603. At this point, the valve seat 603 is in an open state, so the refrigerant flows directly into the second channel 602 through the valve seat 603 and absorbs heat. As the armature assembly 500 moves upward, the volume of the accommodating cavity 201 gradually decreases, and the internal pressure continuously increases. As a result, the saturation temperature of the refrigerant in the accommodating cavity 201 increases and the refrigerant becomes supercooled, continuously changing phase from gas to liquid.As the liquid phase ratio increases, the viscosity of the entire refrigerant increases, and the fluid damping force becomes stronger. This slows the speed at which the armature assembly 500 moves toward the upper limit (the position where it contacts the iron core 300), reducing mechanical wear and noise caused by collisions between the armature assembly 500 and the iron core 300 during operation. Therefore, the electromagnetic EEV of the present invention can reduce the temperature of the coil assembly 800 surrounding the housing 200, thereby extending its service life and reducing power consumption. Furthermore, because the armature assembly 500 collides with the iron core 300 at a low speed, wear and noise of the armature assembly 500 and the iron core 300 during operation are reduced, improving the durability and stability of the electromagnetic EEV. This provides an excellent basis for extending the service life of related vehicle components, such as the battery and motor.

[0052] The thermal management systems and vehicles of the present invention are based on the same inventive concepts as the electromagnetic EEV of the present invention, and therefore, they offer at least the same advantages as the electromagnetic EEV and need not be described in further detail herein.

[0053] The above are only some of the preferred embodiments of the present invention and are not intended to limit the present invention in any way. Any modifications made by those skilled in the art to the principles and teachings disclosed herein, including equivalents and modifications, are intended to be included within the scope of the present invention, unless they deviate from the scope of the present invention.

Claims

1. An electromagnetic electronic expansion valve comprising: a housing, an iron core, a return spring, a coil assembly, an armature assembly, and a valve body defining a first channel and a second channel, the second channel being provided with a valve seat; the electromagnetic electronic expansion valve further comprising at least one throttle channel; the iron core, the return spring, and the armature assembly are arranged in the housing in this order from top to bottom, and both ends of the return spring abut against the iron core and the armature assembly, respectively; the coil assembly is disposed outside the housing, and when the coil assembly is not energized, the iron core, the armature assembly, and the housing together form an accommodating cavity; the throttle channel communicates with the first channel and the receiving cavity; The armature assembly is removably connectable to the valve seat. Electromagnetic electronic expansion valve.

2. 2. The electromagnetic electronic expansion valve according to claim 1, wherein the armature assembly has an outer diameter smaller than an inner diameter of the housing, and the restriction channel is defined between the outside of the armature assembly and the inside of the housing.

3. 2. The electromagnetic electronic expansion valve according to claim 1, wherein a plurality of throttle channels are formed in the armature assembly, and the plurality of throttle channels are arranged rotationally symmetrically around the axis of the armature assembly.

4. 4. The electromagnetic electronic expansion valve according to claim 3, wherein each of the restriction channels includes a restriction hole that penetrates the body of the armature assembly from top to bottom and has a constant diameter.

5. 4. The electromagnetic electronic expansion valve according to claim 3, wherein each of the throttle channels includes a throttle hole, the throttle hole penetrating the body of the armature assembly from top to bottom and having a structure with a varying diameter, and each of the throttle holes includes a first throttle hole section at a vertical upper portion and a second throttle hole section at a vertical lower portion connected to the first throttle hole section, and the cross-sectional area of ​​the first throttle hole section is smaller than the cross-sectional area of ​​the second throttle hole section.

6. 6. The electromagnetic electronic expansion valve according to claim 4, wherein each of the throttle channels has one of a cylindrical shape and a rectangular parallelepiped shape.

7. 4. The electromagnetic electronic expansion valve according to claim 3, wherein the armature assembly further includes a return spring receiving hole, and the return spring receiving hole does not intersect with any of the restriction channels.

8. 4. The electromagnetic electronic expansion valve according to claim 3, wherein each of the throttle channels comprises a groove formed in the outer surface of the armature assembly, the grooves being arranged rotationally symmetrically about the axis of the armature assembly.

9. 2. The electromagnetic electronic expansion valve according to claim 1, wherein the throttle channel has a length whose ratio to the diameter of an equivalent circle having the same area as the upper part of the throttle channel is greater than 0.

2.

10. S ２ represents the total area of ​​the throttle channel in contact with the receiving cavity, and S １ represents the area of ​​the armature assembly in contact with the receiving cavity, 2. The electromagnetic electronic expansion valve according to claim 1, wherein the throttle channel and the armature assembly satisfy the following formula 1: (Equation 1) 30<S １ / S ２ <150

11. A thermal management system comprising the electromagnetic electronic expansion valve according to any one of claims 1 to 10.

12. A vehicle comprising the thermal management system of claim 11.

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