Liquid cooling equipment and charging equipment

Abstract

The invention provides liquid cooling equipment and charging equipment, the liquid cooling equipment comprises a liquid storage box, a liquid cooling unit, a liquid inlet head and a liquid outlet head, the liquid cooling unit is used for cooling a cooling liquid in the liquid storage box, the liquid storage box comprises a box body and at least one partition plate, the at least one partition plate is used for dividing the box body into an upper cavity and a lower cavity, and the upper cavity communicates with the lower cavity. A first liquid inlet and a first liquid outlet are formed in the box body, the first liquid outlet is located in the box body corresponding to the upper cavity, the first liquid inlet is located in the box body corresponding to the lower cavity, the first liquid outlet is connected with a liquid inlet of the liquid cooling unit, and the first liquid inlet is connected with a liquid outlet of the liquid cooling unit. The box body is further provided with a second liquid outlet, the second liquid outlet is located in the position, corresponding to the lower cavity, of the box body, the second liquid outlet is connected with the liquid outlet head, and the liquid inlet of the liquid cooling unit or the first liquid inlet is connected with the liquid inlet head. The heat dissipation requirement of high-power charging of the electric vehicle can be met.

Description

Technical Field

[0001] This application relates to the field of thermal management, and more particularly to a liquid cooling device and a charging device. Background Technology

[0002] Currently, with the acceleration of the dual-carbon strategy and the increasing popularity of electric vehicles, more and more cities are focusing on the development of electric vehicles. To meet the demands of the current electric vehicle market, the battery capacity and charging power of electric vehicles are becoming increasingly larger. However, during high-power charging, the battery of electric vehicles generates significant heat, and the current conventional on-board cooling system for electric vehicles is insufficient to meet the heat dissipation requirements of high-power charging. Summary of the Invention

[0003] This application provides a liquid cooling device and a charging device. When an electric vehicle is charged at high power, the liquid cooling device can deliver coolant to the electric vehicle to meet the heat dissipation requirements of the electric vehicle during high-power charging.

[0004] In a first aspect, this application provides a liquid cooling device, which includes a liquid storage tank, a liquid cooling unit, an inlet head, and an outlet head. The outlet head is used to connect to the liquid filling port of an electric vehicle, and the inlet head is used to connect to the liquid return port of the electric vehicle. The liquid cooling unit is used to cool the coolant in the liquid storage tank. The liquid storage tank includes a tank body and at least one partition plate, which divides the tank body into an upper chamber and a lower chamber, which are connected. The tank body is provided with a first inlet and a first outlet. The first outlet is located in the tank body corresponding to the upper chamber, and the first inlet is located in the tank body corresponding to the lower chamber. The first outlet is connected to the inlet of the liquid cooling unit, and the first inlet is connected to the outlet of the liquid cooling unit. The tank body is also provided with a second outlet, located in the tank body corresponding to the lower chamber. The second outlet is connected to the outlet head, and the inlet of the liquid cooling unit or the first inlet is connected to the inlet head.

[0005] In this embodiment, the liquid outlet is connected to the liquid inlet of the electric vehicle, and the liquid inlet is connected to the liquid return port of the electric vehicle. When the electric vehicle is charging at high power, the liquid cooling device can deliver coolant to the electric vehicle. The coolant can absorb the heat generated during the charging process of the electric vehicle, thereby achieving liquid cooling heat dissipation of the electric vehicle. This can meet the heat dissipation requirements of high-power charging of the electric vehicle, which is beneficial to high-power charging of the electric vehicle and improves the user experience.

[0006] Furthermore, when the liquid cooling device includes multiple inlet heads and multiple outlet heads, one outlet head is connected to the liquid injection port of the charging device, and one inlet head is connected to the liquid return port of the charging device. When the charging device charges the electric vehicle at high power, the liquid cooling device can also supply coolant to the charging device. The coolant can absorb the heat generated during the charging process, thereby achieving liquid cooling heat dissipation of the charging device, which is beneficial for the charging device to charge the electric vehicle at high power.

[0007] Furthermore, this embodiment of the application also includes a partition plate that divides the housing into an upper chamber and a lower chamber. Generally, since hotter coolant flows upwards and cooler coolant flows downwards, the coolant temperature in the upper chamber is higher, and the coolant temperature in the lower chamber is lower, effectively isolating coolants of different temperatures within the housing. Moreover, since the second outlet is located in the housing corresponding to the lower chamber, when the liquid cooling equipment delivers coolant to the electric vehicle, the coolant delivered through the second outlet is at a lower temperature, further improving the efficiency of liquid cooling for the electric vehicle and thus enhancing the cooling effect of the liquid cooling equipment on the electric vehicle.

[0008] Furthermore, the liquid storage tank also includes a first outlet. The coolant flowing out through this outlet exchanges heat with the liquid cooling unit before exiting through the unit's outlet and flowing back into the storage tank through the first inlet. This achieves cooling circulation of the coolant within the liquid cooling equipment, thereby lowering the temperature of the coolant in the storage tank. In particular, because the first outlet is located in the upper chamber corresponding to the housing, the coolant flowing out through it is at a higher temperature, which improves the heat exchange efficiency and enhances the heat dissipation effect.

[0009] In conjunction with the first aspect, in one possible design, the enclosure includes a top plate, a bottom plate, and multiple side plates, with the top and bottom plates facing each other and the side plates located between the top and bottom plates. At least one partition plate includes a single partition plate disposed between the top and bottom plates, with a gap between the partition plate and at least one side plate; alternatively, at least one partition plate includes multiple partition plates disposed between the top and bottom plates, arranged at intervals along a first direction perpendicular to the direction from the top plate to the bottom plate.

[0010] In this embodiment of the application, when the liquid storage tank includes a partition plate, the partition plate is disposed between the top plate and the bottom plate, and there is a gap between the partition plate and at least one side plate. This gap can connect the two chambers, so that the coolant in the lower chamber flows into the upper chamber through the gap, while the coolant in the upper chamber flows out through the first outlet, passes through the liquid cooling unit, and flows into the lower chamber through the first inlet. During this process, the liquid cooling unit can remove the heat of the coolant flowing out from the first outlet. The cooled coolant returns to the liquid storage tank through the first inlet, thereby realizing the cooling circulation of the coolant in the liquid cooling equipment, ensuring that the temperature of the coolant in the tank is maintained within a reasonable temperature range, which is beneficial for realizing liquid cooling heat dissipation of electric vehicles.

[0011] In the case where the liquid storage tank includes multiple partitions, each pair of adjacent partitions is spaced apart, and the partitions are arranged at intervals along a first direction. Thus, the coolant in the lower chamber flows into the upper chamber through these multiple intervals, while the coolant in the upper chamber flows out through the first outlet, passes through the liquid cooling unit, and then flows into the lower chamber through the first inlet. During this process, the liquid cooling unit can remove the heat from the coolant flowing out of the first outlet. The cooled coolant then returns to the liquid storage tank through the first inlet. This enables the cooling circulation of the coolant within the liquid cooling equipment, ensuring that the temperature of the coolant in the tank is maintained within a reasonable temperature range, which is beneficial for achieving liquid cooling heat dissipation for electric vehicles.

[0012] Furthermore, since the embodiments of this application are designed with multiple partitions arranged at intervals along the first direction, the flow rate of coolant from the lower chamber to the upper chamber can be accelerated, thereby accelerating the cooling rate of the coolant in the housing, which is more conducive to achieving liquid cooling heat dissipation for electric vehicles.

[0013] In conjunction with the first aspect, in one possible design, when at least one partition plate includes a partition plate and there is a gap between the partition plate and one of the multiple side plates, the first liquid outlet is located on the side plate opposite to one of the side plates, and the distance between the first liquid outlet and the top plate is less than the distance between the first liquid outlet and the bottom plate.

[0014] In this embodiment of the application, when there is a gap between a partition plate and a side plate, the first liquid outlet is located on the side plate opposite to one of the side plates, which can improve heat exchange efficiency. This is because the temperature of the coolant at the side plate opposite to one of the side plates is higher than that of the coolant at the gap. This allows the higher-temperature coolant in the housing to preferentially flow out from the first liquid outlet, thereby improving the heat exchange efficiency of the coolant and enhancing the heat dissipation effect of the cooling cycle. Furthermore, the distance between the first liquid outlet and the top plate is less than the distance between the first liquid outlet and the bottom plate. Since the higher-temperature coolant is in the upper chamber and the lower-temperature coolant is in the lower chamber, this design allows the higher-temperature coolant in the housing to exchange heat with the liquid cooling unit, further improving the heat exchange efficiency of the coolant. This ensures the normal operation of the coolant cooling cycle, enhances the heat dissipation effect of the coolant cooling cycle, and is beneficial for the liquid cooling equipment to dissipate heat from the electric vehicle, thus facilitating the normal high-power charging of the electric vehicle by the charging equipment.

[0015] In conjunction with the first aspect, in one possible design, when at least one partition plate includes a partition plate disposed between the top plate and the bottom plate, and the partition plate is spaced apart from at least two of the plurality of side plates; or, when at least one partition plate includes a plurality of partition plates; the first outlet is located on the top plate.

[0016] When there are multiple gaps between at least one partition plate and the side plate, the embodiments of this application design place the first liquid outlet on the top plate, which can improve heat exchange efficiency. This is because, when there are multiple gaps between at least one partition plate and the side plate, the coolant in the lower chamber can flow into the upper chamber from multiple gaps. In this case, the temperature of the coolant at the top plate is relatively higher than the temperature of the coolant at the gaps. This allows the coolant with higher temperature in the housing to preferentially flow out from the first liquid outlet, thereby improving the heat exchange efficiency of the coolant, and thus enhancing the heat dissipation effect of the cooling cycle. This is beneficial for the liquid cooling equipment to dissipate heat from the electric vehicle, and in turn, it is beneficial for the charging equipment to perform high-power charging of the electric vehicle normally.

[0017] In conjunction with the first aspect, in one possible design, the first liquid inlet and the second liquid outlet are located on the base plate.

[0018] In this embodiment, the first inlet is located on the bottom plate. The coolant, after heat exchange with the liquid cooling unit, flows into the lower chamber through the first inlet, ensuring normal cooling circulation and improving the heat dissipation effect of the coolant circulation. The second outlet is also located on the bottom plate, facilitating the delivery of coolant from the housing to the electric vehicle. This improves the cooling effect of the liquid cooling equipment on the electric vehicle, and consequently, facilitates the normal high-power charging of the electric vehicle by the charging equipment.

[0019] In conjunction with the first aspect, in one possible design, the liquid storage tank also includes at least one pressure relief valve located on the top plate, which is used to release gas from the tank.

[0020] In this embodiment, when the pressure value of the liquid storage tank is greater than the preset pressure value, the gas in the liquid storage tank can be discharged to the outside through the pressure relief valve so that the pressure value of the liquid storage tank reaches the preset pressure value. This can avoid interface leakage problems that may be caused by the high pressure value of the liquid storage tank, as well as explosion problems that may be caused by the excessive pressure value of the liquid storage tank. In this way, the reliability and safety of liquid cooling equipment for liquid cooling heat dissipation to electric vehicles or liquid cooling equipment can be improved.

[0021] In addition, the pressure relief valve is located on the top plate of the tank, which is beneficial for releasing gas from the reservoir. This is because, under normal circumstances, the coolant with a higher temperature flows upward and the coolant with a lower temperature flows downward. The increase in gas pressure in the reservoir is mostly related to the increase in the temperature of the coolant inside the reservoir. By placing the pressure relief valve on the top plate of the tank, the gas in the reservoir can be discharged in time, thereby reducing the increase in gas pressure in the reservoir caused by the increase in the temperature of the coolant.

[0022] In conjunction with the first aspect, in one possible design, a liquid level sensor is installed in the reservoir to detect the liquid level of the coolant contained within the reservoir. The liquid cooling device is used to: generate information indicating the replenishment of coolant to the reservoir when the liquid level is less than a first preset height; or, generate information indicating the discharge of coolant from the reservoir when the liquid level is greater than a second preset height. The second preset height is greater than the first preset height.

[0023] In this embodiment, the liquid level sensor can detect the liquid level of the coolant contained in the tank. The liquid cooling device can generate different information based on the comparison results of the liquid level with the first preset height and the second preset height, so that the liquid level of the coolant contained in the tank meets the corresponding height requirements. This can avoid the failure to meet the coolant requirements of the electric vehicle due to insufficient coolant in the tank, and can also avoid the damage to other components caused by coolant overflow due to excessive coolant in the tank. This can improve the reliability of the liquid cooling device in supplying coolant to the electric vehicle and reduce the probability of damage to other components by the liquid cooling device.

[0024] In conjunction with the first aspect, in one possible design, the reservoir is also equipped with a pH sensor located in the lower chamber, which is used to detect the pH value of the coolant in the reservoir.

[0025] In this embodiment, the temperature of the coolant in the upper chamber is higher than that of the coolant in the lower chamber. The pH value of the coolant with a higher temperature is more likely to decrease. This application designs a pH sensor located in the lower chamber, which can improve the accuracy of the pH value of the coolant detected by the pH sensor. This is beneficial for the liquid cooling equipment to determine the pH value of the coolant in the storage tank, and thus facilitates the normal charging of electric vehicles.

[0026] In conjunction with the first aspect, in one possible design, the liquid cooling device is used to: generate information indicating the replenishment of coolant to the reservoir when the pH value of the coolant in the tank is less than a first pH threshold; or, generate information indicating the replacement of the coolant in the reservoir when the pH value of the coolant in the tank is less than a second pH threshold. Wherein, the second pH threshold is less than the first pH threshold.

[0027] In this embodiment, the pH sensor can detect the pH value of the coolant in the tank. The liquid cooling device can generate different information based on the comparison results of the pH value with the first pH threshold and the second pH threshold, so that the pH value of the coolant in the tank meets the corresponding requirements. This can avoid corrosion of the tank or electric vehicle caused by the pH value of the coolant in the tank being too low, and extend the life of the liquid cooling device and the electric vehicle.

[0028] In conjunction with the first aspect, in one possible design, the reservoir is equipped with a temperature sensor located at one of the intervals, and the temperature sensor is used to detect the temperature of the coolant in the reservoir.

[0029] In this embodiment, since the coolant in the lower chamber flows into the upper chamber through a gap, the temperature sensor is designed to be located at one of the gaps, which can improve the accuracy of the temperature sensor in detecting the temperature of the coolant in the chamber.

[0030] In conjunction with the first aspect, in one possible design, the storage tank is also equipped with an electric heater located in the lower chamber, which is used to heat the coolant in the tank.

[0031] Normally, the temperature of the coolant in the upper chamber is higher than that in the lower chamber. In this application, the electric heater is located in the lower chamber. When the temperature of the coolant supplied by the liquid cooling equipment to the electric vehicle is low, the liquid cooling equipment can control the operation of the electric heater to heat the coolant in the lower chamber, thereby meeting the temperature requirements of the electric vehicle's coolant and achieving heat dissipation for the electric vehicle, thus ensuring the normal charging of the electric vehicle.

[0032] In conjunction with the first aspect, in one possible design, the liquid-cooled unit includes a compressor, a first heat exchanger, an expansion valve, and a second heat exchanger connected in sequence. The first heat exchanger includes a first refrigerant passage and a first coolant passage, and the second heat exchanger includes a second refrigerant passage. The first refrigerant passage is connected between the compressor and the expansion valve. The first refrigerant passage is used for heat exchange with the coolant passage. The outlet of the first coolant passage is connected to the first inlet, and the inlet of the first coolant passage is connected to the first outlet or inlet head.

[0033] In this embodiment, when the liquid cooling equipment uses liquid cooling heat dissipation, the liquid cooling unit can use liquid-liquid heat exchange to dissipate heat from the coolant flowing out of the first outlet. The liquid cooling unit has high efficiency in dissipating heat from the coolant, which is beneficial to increasing the cooling speed of the coolant in the storage tank. In addition, the liquid cooling unit can use liquid-liquid heat exchange to dissipate heat from the coolant flowing out of the electric vehicle. The liquid cooling unit has high efficiency in dissipating heat from the coolant, which is beneficial to further improve the cooling effect of the coolant on the electric vehicle, so as to meet the growing heat dissipation needs of the electric vehicle.

[0034] In conjunction with the first aspect, in one possible design, the liquid cooling unit also includes a third heat exchanger and a fan, with the fan outlet facing the third and second heat exchangers. The liquid inlet of the third heat exchanger is connected to the liquid inlet head or the first liquid outlet, and the liquid outlet of the third heat exchanger is connected to the first liquid inlet.

[0035] In this embodiment, when the liquid cooling device also includes a third heat exchanger and a fan, the liquid cooling device can dissipate heat from the coolant through different modes. When the liquid cooling device dissipates heat from the coolant using natural heat dissipation mode, there is no need to start the compressor; the compressor, the first heat exchanger, and the second heat exchanger are in an inactive state, thus reducing power consumption and improving heat dissipation efficiency. When the liquid cooling device dissipates heat from the coolant using mechanical refrigeration mode, the requirements for outdoor ambient temperature are lower; even in high-temperature environments, heat dissipation of the coolant can still be achieved, resulting in higher reliability. This application can flexibly switch the heat dissipation mode for the coolant according to the outdoor ambient temperature, achieving heat dissipation of the coolant while reducing power consumption, improving heat dissipation efficiency, and enhancing reliability.

[0036] In addition, in mechanical refrigeration mode, the coolant that absorbs heat flows from the inlet head and flows into the storage tank after one heat dissipation. During the cooling process of the coolant that absorbs heat, there is less loss and the heat dissipation efficiency is high.

[0037] In conjunction with the first aspect, in one possible design, the second heat exchanger further includes a second coolant passage, and the second refrigerant passage is used for heat exchange with the second coolant passage. The liquid-cooled unit also includes a third heat exchanger, a fan, and two three-way valves. The fan outlet faces the third heat exchanger, and the outlet of the third heat exchanger is connected to the inlet of the second coolant passage. The inlet of the third heat exchanger is also connected to the outlet of the second coolant passage. Specifically, the first port of one of the three-way valves is connected to the inlet of the liquid-cooled unit, the second port of another three-way valve is connected to the inlet of the third heat exchanger, and the third port of yet another three-way valve is connected to the inlet head. The first port of the other three-way valve is connected to the outlet of the third heat exchanger, the second port of yet another three-way valve is connected to the inlet of the second coolant passage, and the third port of yet another three-way valve is connected to the first inlet.

[0038] In this embodiment, when the liquid cooling device also includes a third heat exchanger and a fan, the liquid cooling device can dissipate heat from the coolant through different modes. When the liquid cooling device dissipates heat from the coolant using natural heat dissipation mode, there is no need to start the compressor; the compressor, the first heat exchanger, and the second heat exchanger are in an inactive state, thus reducing power consumption and improving heat dissipation efficiency. When the liquid cooling device dissipates heat from the coolant using mechanical refrigeration mode, the requirements for outdoor ambient temperature are lower; even in high-temperature environments, heat dissipation of the coolant can still be achieved, resulting in higher reliability. This application can flexibly switch the heat dissipation mode for the coolant according to the outdoor ambient temperature, achieving heat dissipation of the coolant while reducing power consumption, improving heat dissipation efficiency, and enhancing reliability.

[0039] Moreover, based on this design, the second coolant passage can be shared in both heat dissipation modes, which is beneficial for the integration of liquid cooling equipment and, in turn, for the miniaturization of liquid cooling equipment.

[0040] Furthermore, in this design, the fan outlet faces only the third heat exchanger, resulting in lower air resistance and better heat dissipation. Also, in mechanical refrigeration mode, the coolant that absorbs heat flows in from the inlet and undergoes two heat exchanges before flowing into the storage tank. Therefore, this design reduces the heat dissipation requirements for multiple heat exchangers, thereby lowering costs.

[0041] In conjunction with the first aspect, in one possible design, the liquid-cooled unit also includes two one-way valves and a pump. The inlet of one of the one-way valves is connected to the outlet of a first refrigerant passage, the outlet of one of the one-way valves is connected to the inlet of a second refrigerant passage, the inlet of the other one-way valve is connected to the outlet of the second refrigerant passage, and the outlet of the other one-way valve is connected to the inlet of the first refrigerant passage. The inlet of the pump is connected to the outlet of the second refrigerant passage, and the outlet of the pump is connected to the inlet of the first refrigerant passage.

[0042] In liquid cooling equipment that also includes two one-way valves and a pump, the equipment can dissipate coolant heat in different modes. When using natural cooling, the compressor does not need to be started, reducing power consumption and improving cooling efficiency. When using mechanical cooling, the equipment is less sensitive to ambient temperature and can still dissipate coolant heat even in high-temperature environments, resulting in higher reliability. This application allows for flexible switching of coolant cooling modes based on ambient temperature, achieving coolant dissipation while reducing power consumption, improving cooling efficiency, and enhancing reliability.

[0043] In addition, the design of two one-way valves can prevent the reverse flow of heat exchange fluid, which is conducive to the cooling cycle of the first refrigerant passage, thereby facilitating the normal heat dissipation of electric vehicles and ensuring the normal charging of electric vehicles by the charging equipment.

[0044] In conjunction with the first aspect, in one possible design, the first heat exchanger and the second heat exchanger are arranged along a first direction, and the housing is located between the first heat exchanger and the second heat exchanger. The length of the housing along the first direction is less than the length of the housing along the second direction, and the second direction is perpendicular to the first direction; or, the first heat exchanger and the second heat exchanger are arranged along the first direction, and the housing and the liquid cooling unit are arranged along the second direction. The length of the housing along the first direction is greater than the length of the housing along the second direction.

[0045] In one implementation, the housing is designed to be located between the first heat exchanger and the second heat exchanger. The length of the housing along the first direction is less than the length of the housing along the second direction. This design can avoid wasting the internal space of the liquid cooling equipment, which is conducive to the integration of the liquid cooling equipment and thus facilitates the miniaturization of the liquid cooling equipment.

[0046] In another implementation, the embodiments of this application design the housing and the liquid cooling unit to be arranged along a second direction, with the length of the housing along the first direction being greater than its length along the second direction. This avoids wasting internal space in the liquid cooling equipment, facilitates its integration, and thus promotes its miniaturization. Furthermore, this design also allows for capacity expansion of the liquid cooling equipment. Since the housing and the liquid cooling unit are arranged along the second direction, they are relatively independent. When expansion is needed, only the volume of the housing needs to be increased, which is easily achieved. Secondly, this application provides a charging device, comprising a charging module, a charging gun, and a liquid cooling device designed in the first aspect or any of the first aspects. The charging gun is used to output the current from the charging module to an electric vehicle. The liquid cooling device is used to exchange heat with at least one of the charging module or the charging gun and the electric vehicle when the charging device is charging the electric vehicle.

[0047] For the beneficial effects of the second aspect, please refer to the beneficial effects of the first aspect mentioned above, which will not be repeated here. Attached Figure Description

[0048] Figure 1 This is a schematic diagram of the charging system provided in an embodiment of this application.

[0049] Figures 2 to 5 A schematic diagram of a liquid cooling device provided in an embodiment of this application.

[0050] Figure 6 and Figure 7 They are respectively Figure 4 Cross-sectional views along the xz and yz planes.

[0051] Figure 8 and Figure 9 They are respectively Figure 5 Cross-sectional views along the xz and yz planes.

[0052] Figure 10 A schematic diagram of a liquid cooling device provided in an embodiment of this application.

[0053] Figure 11 and Figure 12 They are respectively Figure 10 Cross-sectional views along the xz and yz planes.

[0054] Figure 13 A schematic diagram of a liquid cooling device provided in an embodiment of this application.

[0055] Figure 14 for Figure 13 The cross-sectional view along the xz plane.

[0056] Figure 15 A schematic diagram of a liquid cooling device provided in an embodiment of this application.

[0057] Figure 16 This is a schematic diagram of a pressure relief valve provided in an embodiment of this application.

[0058] Figures 17 to 26 A schematic diagram of a liquid cooling device provided in an embodiment of this application. Detailed Implementation

[0059] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0060] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. "And / or" in this document is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone.

[0061] The prefixes such as "first" and "second" used in this application embodiment are merely for distinguishing different descriptive objects and do not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes used to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is given in the claims or the context of the embodiments, and should not constitute unnecessary restrictions due to the use of such prefixes. Furthermore, in the description of this embodiment, unless otherwise stated, "multiple" means two or more.

[0062] With the development of new energy vehicle technology, many car manufacturers have gradually launched electric vehicles. Electric vehicles have become the choice of many users due to their energy saving, environmental protection and relatively mature technology.

[0063] This application can be applied to systems where power supply devices and loads charge each other through a power distribution matrix. In particular, it is applicable to systems including charging stations and electric vehicles, where charging stations can use electricity from the grid to charge electric vehicles, and electric vehicles can also output their own electrical energy back to the grid.

[0064] Figure 1 An exemplary schematic diagram of the structure of the charging system 10 provided in an embodiment of this application is shown.

[0065] Combination Figure 1 (a) and Figure 1 In (b) of the above, the charging system 10 may include a charging device 11 and an electric vehicle 12. The charging device 11 may be used to receive AC power output from the external power grid 20 and convert the AC power into stable DC power before supplying it to the electric vehicle 12 to charge the electric vehicle 12. Alternatively, the electric vehicle 12 may also output electrical energy to the external power grid 20 in the reverse direction.

[0066] In some embodiments, such as Figure 1 As shown in (a), the charging device 11 is a split-type charging pile. Specifically, the charging device 11 may include a charging host 111, at least one charging terminal 112, and at least one charging gun 113. The charging host 111 can be electrically connected to the at least one charging terminal 112, and the at least one charging terminal 112 is electrically connected to the at least one charging gun 113 via a cable. In a specific implementation, one charging terminal 112 can be electrically connected to one or more charging guns 113.

[0067] The charging host 111 may include multiple power conversion devices that convert alternating current (AC) from the external power grid 20 into stable direct current (DC) before supplying it to the charging terminal 112. These power conversion devices may include, for example, alternating current-to-direct current (AC-DC) converters and direct current-to-direct current (DC-DC) converters. The charging terminal 112 then supplies this stable DC power to the electric vehicle 12 via a charging gun 113 to charge the electric vehicle 12.

[0068] The charging terminal 112 may include a housing, a human-machine interface, a charging control unit, and a metering and billing unit, and is used to interact with the electric vehicle 12 for information exchange, energy transmission, and metering and billing.

[0069] Electric vehicle 12 can be a means of transportation that is driven by electric energy. Electric vehicle 12 can be a pure electric vehicle (battery electric vehicle, pure EV / battery EV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), or a plug-in hybrid electric vehicle (PHEV), etc.

[0070] In other embodiments, such as Figure 1 As shown in (b), the charging device 11 is an integrated charging pile. Specifically, the charging device 11 can directly house the human-machine interface, charging control unit, and metering and billing unit within the charging host 111. Thus, the charging device 11 may only include the charging host 111 and at least one charging gun 113 electrically connected to the charging host 111, excluding the charging terminal 112. Multiple power conversion devices in the charging host 111 can convert AC power from the external power grid 20 into stable DC power, which is then directly transmitted to the electric vehicle 12 through the charging gun 113.

[0071] Currently, with the acceleration of the dual-carbon strategy and the increasing popularity of electric vehicles, more and more cities are focusing on the development of electric vehicles. To meet the demands of the current electric vehicle market, the battery capacity and charging power of electric vehicles are becoming increasingly larger. However, during high-power charging, the battery of electric vehicles generates significant heat, and the current conventional on-board cooling system for electric vehicles is insufficient to meet the heat dissipation requirements of high-power charging.

[0072] Therefore, this application provides a liquid cooling device that can deliver coolant to an electric vehicle when the vehicle is charging at high power, in order to meet the heat dissipation requirements of the electric vehicle during high-power charging.

[0073] like Figure 2 The diagram shown is a schematic of a liquid cooling device 210 provided in this application. The liquid cooling device 210 includes a liquid storage tank 211, a liquid cooling unit 212, a liquid inlet head 220, and a liquid outlet head 230. The liquid outlet head 230 is used to connect to the liquid injection port of an electric vehicle, and the liquid inlet head 220 is used to connect to the liquid return port of an electric vehicle.

[0074] In this application, the specific configuration of the liquid outlet 230 and the liquid inlet 220 is not limited. For example, the liquid outlet 230 may be a quick-connect plug with a bidirectional shut-off function to reduce the risk of leakage during the plugging and unplugging of the liquid outlet 230 with the electric vehicle. Similarly, the liquid inlet 220 may also be a quick-connect plug with a bidirectional shut-off function to reduce the risk of leakage during the plugging and unplugging of the liquid inlet 220 with the electric vehicle.

[0075] In addition, in this application, the outlet head 230 and the inlet head 220 can be two independent quick-connect plugs to improve the convenience of plugging and unplugging the two quick-connect plugs. Alternatively, the outlet head 230 and the inlet head 220 can also be integrated into a single structure to allow simultaneous plugging and unplugging of the two quick-connect plugs, which helps to reduce the number of plugging and unplugging operations.

[0076] The liquid cooling unit 212 is used to cool the coolant in the liquid storage tank 211. The liquid storage tank 211 includes a tank body 2111 and at least one partition plate 2112. The at least one partition plate 2112 is used to divide the tank body 2111 into an upper chamber and a lower chamber, which are connected.

[0077] In the embodiments of this application, Figure 2 A partition 2112 is shown, which divides the housing 2111 into two chambers, namely the upper chamber and the lower chamber as shown in the figure.

[0078] In this embodiment of the application, the housing 2111 is provided with a first liquid inlet 2111a and a first liquid outlet 2111b. The first liquid outlet 2111b is located in the housing corresponding to the upper chamber, and the first liquid inlet 2111a is located in the housing corresponding to the lower chamber. The first liquid outlet 2111b is connected to the liquid inlet 212a of the liquid cooling unit 212, and the first liquid inlet 2111a is connected to the liquid outlet 212b of the liquid cooling unit 212.

[0079] Refer to the above Figure 2Since the first liquid outlet 2111b is located in the housing corresponding to the upper chamber and the first liquid inlet 2111a is located in the housing corresponding to the lower chamber, the coolant in the upper chamber flows into the liquid inlet 212a of the liquid cooling unit 212 through the first liquid outlet 2111b. After heat exchange with the liquid cooling unit 212, the coolant flows out from the liquid outlet 212b of the liquid cooling unit 212 and flows into the lower chamber through the first liquid inlet 2111a. This achieves the cooling circulation of the coolant in the liquid cooling equipment and reduces the temperature of the coolant in the storage tank 211.

[0080] In the above embodiments, the flow direction of the coolant in the liquid cooling equipment can be: storage tank 211 - first outlet 2111b - liquid inlet 212a of the liquid cooling unit - liquid outlet 212b of the liquid cooling unit - first inlet 2111a - storage tank 211, so as to realize the cooling circulation of the coolant in the liquid cooling equipment, thereby reducing the temperature of the coolant in the storage tank 211 and ensuring that the temperature of the coolant in the storage tank 211 is maintained within a reasonable temperature range.

[0081] In addition, a second liquid outlet 2111c is provided on the housing. The second liquid outlet 2111c is located in the housing corresponding to the lower chamber. The second liquid outlet 2111c is connected to the liquid outlet head 230. The liquid inlet 212a or the first liquid inlet 2111a of the liquid cooling unit 212 is connected to the liquid inlet head 220 (the figure shows the liquid inlet 212a of the liquid cooling unit 212 connected to the liquid inlet head 220).

[0082] Normally, because the hotter coolant flows upward and the cooler coolant flows downward, the temperature of the coolant in the upper chamber is higher than that in the lower chamber. Furthermore, because the second outlet 2111c is located in the housing corresponding to the lower chamber, the temperature of the coolant flowing out from the second outlet 2111a is relatively lower. In actual scenarios, when the charging equipment charges the electric vehicle at high power, the second outlet 2111c delivers coolant to the electric vehicle through the outlet head 230 connected to it. This coolant can absorb the heat generated by the power battery during charging. Afterward, the heat-absorbing coolant flows into the liquid cooling unit 212 through the inlet head 220 connected to the return outlet of the electric vehicle, thereby carrying the heat generated by the electric vehicle during charging into the liquid cooling unit 212, achieving heat dissipation for the electric vehicle.

[0083] Furthermore, the liquid cooling unit 212 can cool the coolant flowing out of the electric vehicle through heat exchange. The cooled coolant flows into the reservoir 211 through the outlet 212b and the first inlet 2111a of the liquid cooling unit 212, so that the coolant in the reservoir 211 can circulate and dissipate heat from the electric vehicle. The specific implementation of the liquid cooling unit 212 dissipating heat from the electric vehicle through heat exchange will be described in detail below, and will not be repeated here.

[0084] In the above embodiments, the flow direction of the coolant in the liquid cooling equipment and the electric vehicle can be as follows: reservoir 211 – second outlet 2111c – outlet head 230 – electric vehicle injection port – electric vehicle return port – inlet head 220 – liquid cooling unit inlet 212a – liquid cooling unit outlet 212b – first inlet 2111a – reservoir 211, thereby achieving heat dissipation for the electric vehicle and cooling it down, thus ensuring the normal operation of the charging equipment to charge the electric vehicle at high power.

[0085] It should be noted that in some embodiments, when the liquid cooling device dissipates heat to devices that generate less heat, the coolant absorbing the heat can also flow into the storage tank 211 through the inlet 220 connected to the return port of the device. Taking the liquid cooling device dissipating heat to the charging gun as an example, the second outlet 2111c delivers coolant to the charging gun through the outlet 230 connected to it. This coolant can absorb the heat generated by the charging gun during charging. Then, the heat-absorbing coolant flows into the storage tank 211 through the inlet 220 connected to the return port of the charging gun, thereby carrying the relatively small amount of heat generated by the charging gun into the storage tank 211. Since the charging gun generates relatively little heat during charging, even if the coolant absorbing the heat of the charging gun flows into the storage tank 211, the overall temperature of the coolant in the storage tank 211 is minimal. To further ensure that the temperature of the coolant in the storage tank 211 meets the corresponding requirements, the liquid cooling unit 212 can cool the coolant flowing into the storage tank 211 through heat exchange. Specifically, the coolant in the storage tank 211 flows out through the first outlet 2111b and flows into the liquid cooling unit 212 through the inlet 212a. The liquid cooling unit 212 can cool the coolant. The cooled coolant flows into the storage tank 211 through the outlet 212b and the first inlet 2111a of the liquid cooling unit 212, thereby achieving the cooling of the coolant in the storage tank 211.

[0086] In the above embodiments, the flow direction of the coolant in the liquid cooling equipment and the charging gun can be: storage tank 211 - second outlet 2111c - outlet head 230 - charging gun injection port - charging gun return port - inlet head 220 - first inlet 2111a - first outlet 2111b - liquid cooler unit inlet 212a - liquid cooler unit outlet 212b - storage tank 211, so as to dissipate heat from the charging gun and achieve the purpose of cooling the charging gun.

[0087] It should also be noted that in some embodiments, the liquid cooling device may include multiple inlet heads and multiple outlet heads. One outlet head is also used to connect to the liquid injection port of the charging device, and one inlet head is used to connect to the liquid return port of the charging device. Thus, the liquid cooling device can also dissipate heat from the charging device, achieving the purpose of cooling the charging device. The specific heat dissipation process is similar to that described above and will not be repeated here.

[0088] It should be understood that the above Figure 2 The position of the partition plate of the liquid storage tank 211 shown is only illustrative. In this embodiment, the partition plate of the liquid storage tank 211 can also be vertically arranged, such as... Figure 3 As shown.

[0089] Combination Figure 2 and Figure 3 The difference between the two lies in the placement of the divider, as mentioned above. Figure 2 In the middle, the partition plate 2112 is horizontally arranged, thereby dividing the box 2111 into an upper chamber and a lower chamber. And... Figure 3 In the middle, the partition plate 2112 is vertically arranged, thus dividing the housing 2111 into a left chamber and a right chamber. The coolant temperatures in these two chambers are different. Figure 3 The diagram shows that the coolant temperature in the left chamber is lower than that in the right chamber. The specific heat dissipation process is described above. Figure 2 The heat dissipation process is similar and will not be described in detail here.

[0090] In another implementation, the coolant temperature in the left chamber can be designed to be higher than that in the right chamber. Based on this design, the positions of the first inlet 2111a, the first outlet 2111b, and the second outlet 2111c are adjusted accordingly, but the specific heat dissipation process remains the same as described above. Figure 2 The heat dissipation process is similar and will not be described in detail here.

[0091] In this embodiment, the liquid outlet is connected to the liquid inlet of the electric vehicle, and the liquid inlet is connected to the liquid return port of the electric vehicle. When the electric vehicle is charging at high power, the liquid cooling device can deliver coolant to the electric vehicle. The coolant can absorb the heat generated during the charging process of the electric vehicle, thereby achieving liquid cooling heat dissipation of the electric vehicle. This can meet the heat dissipation requirements of high-power charging of the electric vehicle, which is beneficial to high-power charging of the electric vehicle and improves the user experience.

[0092] Furthermore, when the liquid cooling device includes multiple inlet heads and multiple outlet heads, one outlet head is connected to the liquid injection port of the charging device, and one inlet head is connected to the liquid return port of the charging device. When the charging device charges the electric vehicle at high power, the liquid cooling device can also supply coolant to the charging device. The coolant can absorb the heat generated during the charging process, thereby achieving liquid cooling heat dissipation of the charging device, which is beneficial for the charging device to charge the electric vehicle at high power.

[0093] Furthermore, this embodiment of the application also includes a partition plate that divides the housing into an upper chamber and a lower chamber. Generally, since higher-temperature coolant flows upwards and lower-temperature coolant flows downwards, the coolant temperature in the upper chamber of housing 2111 is higher, and the coolant temperature in the lower chamber is lower, effectively isolating the coolant at different temperatures within housing 2111. Moreover, since the second outlet 2111c is located in the housing corresponding to the lower chamber, when the liquid cooling equipment delivers coolant to the electric vehicle, the coolant delivered through the second outlet 2111c is at a lower temperature, further improving the efficiency of liquid cooling for the electric vehicle and thus enhancing the cooling effect of the liquid cooling equipment on the electric vehicle.

[0094] Furthermore, the liquid storage tank also includes a first outlet 2111b. The coolant flowing out through the first outlet 2111b exchanges heat with the liquid cooling unit and then flows out from the liquid cooling unit's outlet, before entering the liquid storage tank through the first inlet 2111a. This achieves cooling circulation of the coolant within the liquid cooling equipment, thereby reducing the temperature of the coolant in the storage tank. In particular, because the first outlet 2111b is located in the upper chamber corresponding to the housing, the coolant flowing out through the first outlet 2111b has a higher temperature, which improves the heat exchange efficiency of the coolant and enhances the heat dissipation effect.

[0095] As mentioned above, at least one partition plate 2112 divides the housing 2111 into two chambers. The at least one partition plate may include one or more, as will be described below.

[0096] Scenario 1:

[0097] In one embodiment, the housing 2111 includes a top plate, a bottom plate, and a plurality of side plates, with the top plate and bottom plate disposed opposite to each other and the plurality of side plates located between the top plate and the bottom plate. At least one partition includes a partition 2112 disposed between the top plate and the bottom plate, with a gap between the partition 2112 and at least one side plate.

[0098] refer to Figure 4 As can be seen, the housing 2111 includes a top plate 2111-1, a bottom plate 2111-2, and four side plates 2111-3a, 2111-3b, 2111-3c, and 2111-3d. A partition plate 2112 is spaced apart from one of the side plates 2111-3d. (Reference) Figure 5 One of the partition plates is spaced apart from the two side plates 2111-3b and 2111-3d.

[0099] Refer to the above Figure 4 Taking the partition plate 2112 shown in the figure as an example, it can be seen that the partition plate 2112 is connected to both side plates 2111-3a and 2111-3c of the housing 2111, and the partition plate 2112 is connected to one side plate 2111-3b of the housing 2111 and is spaced apart from the other side plate 2111-3d. In other words, Figure 4 In the middle, the partition plate 2112 is spaced apart from one side plate 2111-3d of the box body 2111. Figure 5 In the schematic diagram shown, the partition plate 2112 is connected to both side plates 2111-3a and 2111-3c of the housing 2111, while there are gaps between the partition plate 2112 and both side plates 2111-3b and 2111-3d of the housing 2111. In other words, Figure 5 In the middle, there is a gap between the partition plate 2112 and two of the side plates 2111-3b and 2111-3d of the box body 2111.

[0100] Figure 6 and Figure 7 They are respectively Figure 4 Cross-sectional views along the xz and yz planes. (Reference) Figure 6 It is clearly visible that there is a gap between the partition plate 2112 and one of the side plates of the housing 2111 along the x-direction. (Reference) Figure 7 It can be clearly seen that the partition plate 2112 along the y-direction is connected to two of the side plates of the housing 2111. Combined with... Figure 6 and Figure 7 The partition plate 2112 is spaced from one of the side plates of the housing 2111, so that the coolant in the lower chamber can flow into the upper chamber through the gap.

[0101] Figure 8 and Figure 9 They are respectively Figure 5Cross-sectional views along the xz and yz planes. (Reference) Figure 8 It is clearly visible that there is a gap between the partition plate 2112 and the two side plates of the housing 2111 along the x-direction. (Reference) Figure 9 It can be clearly seen that the partition plate 2112 along the y-direction is connected to both side plates of the housing 2111. (Combined) Figure 8 and Figure 9 The partition plate 2112 is spaced from the two oppositely arranged side plates of the housing 2111, so that the coolant in the lower chamber can flow into the upper chamber through the two gaps.

[0102] The above Figures 4-9 In the middle, the partition plate 2112 is spaced from one or more side plates of the box body 2111, that is, the partition plate is connected to at least one side plate of the box body 2111, which can be achieved by snap-fit ​​or welding.

[0103] It should be understood that the above Figures 4-9 The diagram shows that the partition plate is spaced from one or more side panels of the housing 2111. In some possible implementations, the partition plate 2112 is spaced from each side panel of the housing 2111, that is, the partition plate 2112 is not connected to each side panel of the housing 2111. In this case, the partition plate can be fixedly connected to the upper or lower surface of the housing to achieve the separation between the partition plate 2112 and each side panel of the housing 2111.

[0104] In this embodiment of the application, when the liquid storage tank 211 includes a partition plate 2112, the partition plate 2112 is disposed between the top plate and the bottom plate, and there is a gap between the partition plate 2112 and at least one side plate. This gap can connect the two chambers, so that the coolant in the lower chamber flows into the upper chamber through the gap, while the coolant in the upper chamber flows out through the first outlet 2111b, passes through the liquid cooling unit 212, and flows into the lower chamber through the first inlet 2111a. During this process, the liquid cooling unit 212 can remove the heat of the coolant flowing out from the first outlet 2111b. The cooled coolant returns to the liquid storage tank 211 through the first inlet 2111a, thereby realizing the cooling circulation of the coolant in the liquid cooling equipment, ensuring that the temperature of the coolant in the tank is maintained within a reasonable temperature range, which is beneficial for realizing liquid cooling heat dissipation of electric vehicles.

[0105] Scenario 2:

[0106] In one embodiment, at least one partition plate includes multiple partition plates disposed between a top plate and a bottom plate. The multiple partition plates are arranged at intervals along a first direction, which is perpendicular to the direction from the top plate to the bottom plate.

[0107] refer to Figure 10As can be seen, the housing 2111 includes a top plate 2111-1, a bottom plate 2111-2, and four side plates 2111-3a, 2111-3b, 2111-3c, and 2111-3d. Taking three partition plates as an example, these three partition plates are partition plates 2112a, 2112b, and 2112c. These three partition plates are arranged at intervals along a first direction, which is perpendicular to the direction from the top plate to the bottom plate; that is, the first direction is the x-direction shown in the figure.

[0108] exist Figure 10 In the schematic diagram shown, multiple partition plates 2112 are spaced apart from the two side plates 2111-3b and 2111-3d of the box body 2111, and the multiple partition plates 2112 are connected to the two side plates 2111-3a and 2111-3c of the box body 2111.

[0109] Figure 11 and Figure 12 They are respectively Figure 10 Cross-sectional views along the xz and yz planes. (Reference) Figure 11 It can be clearly seen that the partition plates 2112a, 2112b, and 2112c are arranged at intervals along the x-direction, thus creating a gap between the partition plates 2112 and the side panels of the housing 2111 along the x-direction. (Reference) Figure 12 It can be clearly seen that the partition plate 2112 along the y-direction is connected to the side plate of the box 2111. (Combined) Figure 11 and Figure 12 The multiple partition plates 2112 are spaced apart from the side plates of the housing 2111, so that the coolant in the lower chamber can flow into the upper chamber through the multiple gaps.

[0110] In this embodiment, when the liquid storage tank 211 includes multiple partitions, the partitions are disposed between the top plate and the bottom plate. The partitions are arranged at intervals along the first direction, so that the coolant in the lower chamber flows into the upper chamber through the multiple intervals, and the coolant in the upper chamber flows out through the first outlet 2111b, passes through the liquid cooling unit 212, and flows into the lower chamber through the first inlet 2111a. During this process, the liquid cooling unit 212 can remove the heat of the coolant flowing out from the first outlet 2111b. The cooled coolant returns to the liquid storage tank 211 through the first inlet 2111a, thereby realizing the cooling circulation of the coolant in the liquid cooling equipment, ensuring that the temperature of the coolant in the tank 2111 is maintained within a reasonable temperature range, which is beneficial for realizing liquid cooling heat dissipation of electric vehicles.

[0111] Furthermore, since the embodiments of this application are designed with multiple partitions arranged at intervals along the first direction, the flow rate of coolant from the lower chamber to the upper chamber can be accelerated, thereby accelerating the cooling rate of the coolant in the housing 2111, which is more conducive to achieving liquid cooling heat dissipation for electric vehicles.

[0112] It should be noted that when at least one partition comprises multiple partitions, these multiple partitions may not be located on the same plane, such as... Figure 13 As shown. Figure 14 for Figure 13 Cross-sectional view along the xz plane. (Reference) Figure 14 It is evident that the multiple partitions are not on the same plane. Moreover, these partitions are spaced apart along the x-direction, allowing the coolant in the lower chamber to flow into the upper chamber through these gaps, thus enabling the liquid cooling device to still provide liquid cooling for the electric vehicle.

[0113] The location of the first liquid outlet 2111b will be described in detail below.

[0114] Continue to refer to the above. Figure 2 When at least one partition plate includes a partition plate 2112, and there is a gap between the partition plate 2112 and one of the multiple side plates, the first liquid outlet 2111b is located on the side plate opposite to one of the side plates, and the distance between the first liquid outlet 2111b and the top plate is less than the distance between the first liquid outlet 2111b and the bottom plate. The advantage of this design is that it facilitates the cooling circulation of the coolant. This is because, under normal circumstances, the coolant with a higher temperature flows upward and the coolant with a lower temperature flows downward. When the distance between the first liquid outlet 2111b and the top plate is less than the distance between the first liquid outlet 2111b and the bottom plate, that is, when the first liquid outlet 2111b is located on one of the side plates close to the top plate, the coolant with a higher temperature flows out through the first liquid outlet 2111b, exchanges heat with the liquid cooling unit 212, and then flows into the housing 2111 through the first liquid inlet 2111a. If the first outlet 2111b is set on the base plate, the temperature of the coolant flowing out from the first outlet 2111b is low. After the coolant exchanges heat with the liquid cooling unit, it flows into the housing 2111 through the first inlet 2111a. Although the coolant can be cooled down, the coolant in the housing with a higher temperature is not cooled down, and the overall effect is poor.

[0115] Therefore, this application designs the first outlet 2111b to be located on a side plate opposite to one of the side plates, which can improve heat exchange efficiency. This is because the temperature of the coolant at the side plate opposite to one of the side plates is relatively higher than the temperature of the coolant at the interval. This allows the higher-temperature coolant in the housing 2111 to preferentially flow out from the first outlet 2111b, thereby improving the heat exchange efficiency of the coolant and enhancing the heat dissipation effect of the cooling cycle. Furthermore, the distance between the first outlet 2111b and the top plate is less than the distance between the first outlet 2111b and the bottom plate. Since the higher-temperature coolant is located in the upper chamber and the lower-temperature coolant is located in the lower chamber, this design allows the higher-temperature coolant in the housing to exchange heat with the liquid cooling unit, further improving the heat exchange efficiency of the coolant. This ensures the normal operation of the coolant cooling cycle, enhances the heat dissipation effect of the coolant cooling cycle, and is beneficial for the liquid cooling equipment to dissipate heat from the electric vehicle, thus facilitating the normal high-power charging of the electric vehicle by the charging equipment.

[0116] In one embodiment, when at least one partition includes a partition disposed between a top plate and a bottom plate, and a partition is spaced apart from at least two of a plurality of side plates; or, when at least one partition includes a plurality of partitions; the first liquid outlet 2111b is located on the top plate.

[0117] Refer to the above Figure 8 When there is a gap between a partition plate 2112 and at least two of the multiple side plates, the first liquid outlet 2111b is located on the top plate. The advantage of this design is that it improves heat exchange efficiency. This is because, under this design, the coolant in the lower chamber can flow into the upper chamber through multiple gaps. The coolant temperature at the top plate is relatively higher than the coolant temperature at the gaps. This allows the hotter coolant in the housing to preferentially flow out from the first liquid outlet, thereby improving the heat exchange efficiency of the coolant and enhancing the cooling effect of the cooling cycle. If the first liquid outlet 2111b is designed on one of the side plates of at least one side plate, the coolant temperature in the housing will preferentially flow out from the first liquid outlet, resulting in lower heat exchange efficiency and hindering the overall cooling of the coolant in the housing. Therefore, this design improves the heat exchange efficiency of the coolant, thereby enhancing the cooling effect of the cooling cycle, which is beneficial for cooling the coolant and improving the cooling effect of the cooling cycle. This, in turn, facilitates heat dissipation to the electric vehicle and, consequently, the normal high-power charging of the electric vehicle by the charging equipment.

[0118] Similarly, refer to the above Figure 11When at least one partition plate comprises multiple partition plates, the first liquid outlet 2111b is located on the top plate. The advantage of this design is that it facilitates the cooling circulation of the coolant. The specific reasons are similar to those described above and will not be repeated here.

[0119] In one embodiment, the first inlet 2111a and the second outlet 2111c are located on the bottom plate. The first inlet 2111a is located on the bottom plate, allowing the coolant, after heat exchange with the liquid cooling unit, to flow into the lower chamber, ensuring normal cooling circulation and improving the heat dissipation effect. The second outlet 2111c is located on the bottom plate, facilitating the delivery of coolant from the housing to the electric vehicle. This is because if the second outlet 2111c were located on the side plate, the coolant level inside the housing might be higher than the outlet, preventing coolant from flowing out and affecting the liquid cooling system's ability to dissipate heat from the electric vehicle. Therefore, the second outlet 2111c's location on the bottom plate facilitates the delivery of coolant from the housing to the electric vehicle, thus improving the liquid cooling system's ability to dissipate heat from the electric vehicle and, consequently, the normal operation of the charging equipment for high-power charging of the electric vehicle.

[0120] In some cases, the coolant in the reservoir 211 may be affected by high temperature, which may cause the air pressure in the reservoir 211 to rise. If measures are not taken in time to reduce the air pressure in the reservoir 211, interface leakage may occur. In severe cases, the reservoir may explode, resulting in reduced reliability and safety.

[0121] Therefore, in one embodiment, such as Figure 15 As shown, the liquid storage tank also includes at least one pressure relief valve 240, which is located on the top plate and is used to discharge gas from the tank body 2111.

[0122] In this embodiment, when the gas pressure in the liquid storage tank 211 is greater than the preset gas pressure, the gas in the liquid storage tank 211 can be discharged to the outside through the pressure relief valve 240, so that the gas pressure in the liquid storage tank 211 can be balanced with the preset gas pressure. This can avoid the interface leakage problem that may be caused by the large gas pressure in the liquid storage tank 211, as well as the explosion problem that may be caused by the excessive gas pressure in the liquid storage tank 211. In this way, the reliability and safety of the liquid cooling equipment for liquid cooling heat dissipation to electric vehicles or liquid cooling equipment can be improved.

[0123] In addition, the pressure relief valve 240 is located on the top plate of the housing, which is beneficial for releasing the gas in the liquid storage tank 211. This is because, under normal circumstances, the coolant with a higher temperature flows upward and the coolant with a lower temperature flows downward. The increase in the gas pressure value of the liquid storage tank 211 is mostly related to the increase in the temperature of the coolant in the liquid storage tank 211. By placing the pressure relief valve 240 on the top plate of the housing, the gas in the liquid storage tank 211 can be discharged in time, thereby reducing the increase in the gas pressure value in the liquid storage tank 211 caused by the increase in the temperature of the coolant.

[0124] Figure 16 (a) in the figure is a cross-sectional view of the pressure relief valve before the elastic element moves in the direction away from the valve body. Figure 16 (b) in the figure is a bottom view of the pressure relief valve. Figure 16 (c) is a cross-sectional view of the pressure relief valve after the elastic element moves in the direction away from the valve body.

[0125] In this embodiment of the application, reference is made to Figure 16 In (a), the pressure relief valve 240 includes a valve body 241, a valve cover 242 and an elastic element 243. The valve cover 242 covers the valve body 241, and the valve body 241 and the valve cover 242 are connected by the elastic element 243. The valve body 241 includes a valve port 2411, which communicates with either of the two chambers.

[0126] In this embodiment, the liquid storage tank 211 corresponds to a preset air pressure value. When the air pressure value of the liquid storage tank 211 is equal to the preset air pressure value, the state of the pressure relief valve 240 is as follows: Figure 16 As shown in (a), there is no gap between the valve body 241 and the valve cover 242. At this time, it can be considered that the gas pressure in the reservoir 211 is in equilibrium with the external gas pressure, so the gas in the reservoir 211 will not be discharged to the outside, and the outside gas will not enter the reservoir 211. When the gas pressure in the reservoir 211 is greater than the preset gas pressure, the elastic element 243 moves in the direction away from the valve body 241, and a gap exists between the valve body 241 and the valve cover 242. The valve port 2411 is connected to the outside, and the pressure relief valve 240 is in the state shown in (a). Figure 16 As shown in (c), at this time, the gas in the storage tank 211 can be discharged to the outside through the valve port 2411. During the process of the gas in the storage tank 211 being discharged to the outside, the elastic element 243 moves towards the valve body 241 until the gas pressure in the storage tank 211 reaches the preset gas pressure value. Then, the valve body 241 and the valve cover 242 close again, and the pressure relief valve 240 returns to its original position. Figure 16 The state shown in (a) is shown in the image.

[0127] In this embodiment, since the valve body of the pressure relief valve 240 includes a valve port 2411 that is connected to either of the two chambers, when the gas pressure in the liquid storage tank 211 is greater than the preset gas pressure, the elastic element 243 moves in a direction away from the valve body 241. There is a gap between the valve body 241 and the valve cover 242, and the valve port 2411 is connected to the outside. Thus, the gas in the liquid storage tank 211 can be discharged to the outside through the valve port 2411, so that the gas pressure in the liquid storage tank 211 is balanced with the preset gas pressure. This can avoid the interface leakage problem that may be caused by the large gas pressure in the liquid storage tank 211, as well as the explosion problem that may be caused by the excessive gas pressure in the liquid storage tank 211. In this way, the reliability and safety of the liquid cooling equipment for liquid cooling heat dissipation to electric vehicles or liquid cooling equipment can be improved.

[0128] In one embodiment, such as Figure 17 As shown, a liquid level sensor 2113 is installed in the liquid storage tank 211. The liquid level sensor 2113 is used to detect the liquid level of the coolant contained in the tank 2111.

[0129] The liquid cooling device is used to: generate information indicating the replenishment of coolant to the storage tank 211 when the liquid level is less than a first preset height; or generate information indicating the discharge of coolant from the storage tank 211 when the liquid level is greater than a second preset height. The second preset height is greater than the first preset height.

[0130] In this embodiment, at least a portion of the level sensor 2113 is located in the coolant, meaning the level sensor 2113 can float on the surface of the coolant or be suspended in the coolant. For example, the level sensor 2113 can be a float level gauge, a resistive level sensor, etc. Specifically, the float level gauge floats on the surface of the coolant, while the resistive level sensor is suspended in the coolant.

[0131] In this embodiment of the application, taking a first preset height of h1 and a second preset height of h2 as examples, when the liquid level sensor 2113 detects a liquid level of h0 in the coolant contained in the housing 2111, assuming h0

[0132] ​Assuming h0 > h2, this indicates that there is too much coolant in the reservoir 211. If the excess coolant is not drained in time, it may overflow and potentially damage other components. Therefore, in this situation, the liquid cooling device can generate information to instruct the draining of coolant from the reservoir 211, ensuring that at least a portion of the coolant in the reservoir 211 is drained in a timely manner.

[0133] In one embodiment, such as Figure 17 As shown, the housing 2111 is also provided with a liquid replenishment port 2111d and a liquid drain port 2111e. The liquid replenishment port 2111d is used to connect to the liquid replenishment device 41 through the liquid replenishment valve 31, and the liquid drain port 2111e is used to connect to the liquid draining device 42 through the liquid draining valve 32. The liquid replenishment port 2111d is used to transport the coolant from the liquid replenishment device 41 to the liquid storage tank 211, and the liquid drain port 2111e is used to discharge the coolant from the liquid storage tank 211 to the liquid draining device 42.

[0134] In this embodiment, when the liquid cooling device generates information indicating that coolant should be added to the storage tank 211, the liquid cooling device can automatically control the replenishment valve 31 to open the passage between the replenishment device 41 and the storage tank 211, so that the replenishment device 41 replenishes coolant to the storage tank 211 through the replenishment port 2111d. Alternatively, when the liquid cooling device generates information indicating that coolant should be added to the storage tank 211, this information can be communicated to the monitoring personnel. After receiving the information, the monitoring personnel can manually control the replenishment valve 31 to open the passage between the replenishment device 41 and the storage tank 211, so that the replenishment device 41 replenishes coolant to the storage tank 211 through the replenishment port 2111d.

[0135] Similarly, when the liquid cooling equipment generates information indicating the discharge of coolant from the reservoir 211, it can automatically control the drain valve 32 to open the passage between the drain device 42 and the reservoir 211, allowing the coolant in the reservoir to be discharged through the drain port 2111e to the drain device 42. Alternatively, when the liquid cooling equipment generates information indicating the discharge of coolant from the reservoir 211, it can inform the monitoring personnel. Upon receiving this information, the monitoring personnel can manually control the drain valve 32 to open the passage between the drain device 42 and the reservoir 211, allowing the coolant in the reservoir to be discharged through the drain port 2111e to the drain device 42.

[0136] When replenishing or draining coolant from the reservoir 211, it is advisable to replenish coolant when no coolant is being discharged from the first outlet 2111b or the second outlet 2111c. In other words, replenishment should be carried out when the coolant in the reservoir 211 of the liquid cooling equipment is not exchanging heat with the liquid cooling unit 212 and the liquid cooling equipment is not supplying coolant to the electric vehicle. This ensures the detection accuracy of the level sensor 2113 and the normal liquid cooling heat dissipation of the electric vehicle by the liquid cooling equipment. This is because, if coolant in the liquid storage tank 211 of the liquid cooling equipment exchanges heat with the liquid cooling unit 212, and coolant is simultaneously added to or drained from the storage tank 211, the coolant level in the tank 211 will fluctuate due to simultaneous delivery of coolant from the first outlet 2111b and the replenishment port 2111d, or from the first outlet 2111b and the drain port 2111e. This fluctuation will cause a deviation in the level sensor 2113's detection, affecting its accuracy. When the liquid cooling equipment delivers coolant to the electric vehicle, it simultaneously replenishes or drains coolant from the reservoir 211. Since the second outlet 2111c and the replenishment outlet 2111d, or the first outlet 2111b and the drain outlet 2111e, are simultaneously supplying coolant, pressure fluctuations or coolant temperature fluctuations in the reservoir 211 can occur. These fluctuations can negatively impact the normal liquid cooling performance of the equipment. Therefore, this application designs a system that replenishes coolant to the reservoir 211 even when neither the first outlet 2111b nor the second outlet 2111c is discharging coolant. This design aims to ensure the accuracy of the level sensor 2113 and the normal liquid cooling performance of the equipment, thereby improving the reliability of the liquid cooling system.

[0137] In this embodiment, the liquid level sensor 2113 can detect the liquid level of the coolant contained in the tank 2111. The liquid cooling device can control different valves to open different passages based on the comparison results of the liquid level with the first preset height and the second preset height, so that the liquid level of the coolant contained in the tank 2111 meets the corresponding height requirements. This can avoid the inability to meet the coolant requirements of the electric vehicle due to insufficient coolant in the tank 211, and can also avoid the damage to other components due to excessive coolant in the tank 211 caused by coolant overflow. This can improve the reliability of the liquid cooling device in supplying coolant to the electric vehicle and reduce the probability of damage to other components by the liquid cooling device.

[0138] In one embodiment, such as Figure 18As shown, the liquid storage tank is also equipped with a pH sensor 2114, which is located in the lower chamber. The pH sensor is used to detect the pH value of the coolant in the tank.

[0139] In this embodiment, the pH sensor 2114 is located in the lower chamber, which improves the accuracy of the pH value detected by the sensor. This is because the temperature of the coolant in the upper chamber is higher than that in the lower chamber, and the pH value of the coolant at a higher temperature tends to be lower. If the pH sensor were located in the upper chamber, the pH value detected by the sensor would be inaccurate, affecting the liquid cooling equipment's judgment of the pH value of the coolant in the reservoir, and consequently affecting the normal charging of the electric vehicle. Therefore, the pH sensor 2114 is designed to be located in the lower chamber, which improves the accuracy of the pH value detected by the sensor, facilitates the liquid cooling equipment's judgment of the pH value of the coolant in the reservoir, and thus benefits the normal charging of the electric vehicle.

[0140] In one embodiment, the liquid cooling device is configured to: generate information indicating the replenishment of coolant to the reservoir when the pH value of the coolant in the tank is less than a first pH threshold; or, generate information indicating the replacement of the coolant in the reservoir when the pH value of the coolant in the tank is less than a second pH threshold. The second pH threshold is less than the first pH threshold.

[0141] In this embodiment, since coolants with acidic or strongly alkaline pH values ​​increase corrosion to metals, coolants are generally weakly alkaline. Normally, the pH of the coolant decreases due to temperature, making it acidic. When the coolant in the tank is weakly acidic, adding coolant to the outlet tank can raise the pH of the coolant in the reservoir. Therefore, when the pH of the coolant in the tank is less than a first pH threshold, the liquid cooling device can generate information indicating that coolant should be added to the reservoir. When the coolant in the tank is strongly acidic, even adding coolant may not make the pH of the coolant in the tank weakly alkaline. Therefore, when the pH of the coolant in the tank is less than a second pH threshold, the liquid cooling device generates information indicating that the coolant in the reservoir should be replaced.

[0142] In this embodiment, the pH sensor can detect the pH value of the coolant in the tank. The liquid cooling device can generate different information based on the comparison results of the pH value with the first pH threshold and the second pH threshold, so that the pH value of the coolant in the tank meets the corresponding requirements. This can avoid corrosion of the tank or electric vehicle caused by the pH value of the coolant in the tank being too low, and extend the life of the liquid cooling device and the electric vehicle.

[0143] In this embodiment, when the liquid cooling device generates information indicating that coolant should be added to the storage tank 211, the liquid cooling device can automatically control the replenishment valve 31 to open the passage between the replenishment device 41 and the storage tank 211, so that the replenishment device 41 replenishes coolant to the storage tank 211 through the replenishment port 2111d. Alternatively, when the liquid cooling device generates information indicating that coolant should be added to the storage tank 211, it can inform the monitoring personnel. After receiving the information, the monitoring personnel can manually control the replenishment valve 31 to open the passage between the replenishment device 41 and the storage tank 211, so that the replenishment device 41 replenishes coolant to the storage tank 211 through the replenishment port 2111d.

[0144] Similarly, when the liquid cooling device generates information to indicate the replacement of coolant in the reservoir 211, the liquid cooling device can automatically first control the drain valve 32 to open the passage between the drain device 42 and the reservoir 211, so that the coolant in the reservoir is discharged to the drain device 42 through the drain port 2111e. After the coolant in the reservoir 211 is discharged, the liquid cooling device then controls the replenishment valve 31 to open the passage between the replenishment device 41 and the reservoir 211, so that the replenishment device 41 replenishes coolant to the reservoir 211 through the replenishment port 2111d. Alternatively, when the liquid cooling equipment generates information indicating the need to replace the coolant in the reservoir 211, this information can be communicated to the monitoring personnel. Upon receiving this information, the monitoring personnel can manually control the drain valve 32 to open the passage between the drain device 42 and the reservoir 211, so that the coolant in the reservoir can be discharged to the drain device 42 through the drain port 2111e. After the coolant in the reservoir 211 is discharged, the replenishment valve 31 can be controlled to open the passage between the replenishment device 41 and the reservoir 211, so that the replenishment device 41 can replenish the coolant in the reservoir 211 through the replenishment port 2111d.

[0145] In the embodiments of this application, both the first pH threshold and the second pH threshold can be set to values ​​less than 7.0. For example, the first pH threshold can be set to 6.0 and the second pH threshold can be set to 4.0.

[0146] In this embodiment, taking a first pH threshold of 6.0 as an example, when the pH sensor 2114 detects a pH value of 5.5 in the coolant contained in the tank 2111, this pH value is less than the first pH threshold, indicating that the coolant in the storage tank 211 is weakly acidic. If this coolant is supplied to the power battery, it will accelerate the corrosion of the power battery and reduce its lifespan. Therefore, it is necessary to adjust the pH value of the coolant in the storage tank 211. The replenishment valve 31 can be controlled to supply the coolant in the replenishment device 41 to the storage tank 211 through the replenishment port 2111d. The coolant in the replenishment device 41 is alkaline. After the replenished coolant mixes with the original weakly acidic coolant in the storage tank 211, it will weaken the acidity of the coolant in the storage tank 211, making it neutral or even weakly alkaline.

[0147] When replenishing the coolant tank, it can be done if no coolant is being output from the first outlet 2111b and the second outlet 2111c. The reasons are similar to those described above and will not be repeated here.

[0148] Taking a second pH threshold of 4.0 as an example, when the pH value of the coolant contained in the tank 2111 detected by the pH sensor 2114 is 3.0, which is less than the second pH threshold, it indicates that the coolant in the storage tank 211 is strongly acidic. If this coolant is supplied to the power battery, the corrosion of the power battery will be further enhanced, leading to a further reduction in its lifespan. Therefore, when the coolant in the storage tank 211 of the liquid cooling equipment is not exchanging heat with the liquid cooling unit 212 and the liquid cooling equipment is not supplying coolant to the electric vehicle, the drain valve 32 can be controlled to open the passage between the drain device 42 and the drain port 2111e. After the coolant in the storage tank 211 is drained, the replenishment valve 31 can be controlled to open the passage between the replenishment device 41 and the replenishment port 2111d, so that the replenishment device 41 supplies coolant to the storage tank 211 through the replenishment port 2111d. The above process is equivalent to replacing the coolant in the reservoir 211. The replaced coolant has a slightly alkaline pH value. Delivering this coolant to electric vehicles can minimize its corrosiveness.

[0149] In this embodiment, the pH sensor 2114 can detect the pH value of the coolant. By comparing the pH value with the first pH threshold and the second pH threshold, different valves are controlled to open different passages so that the pH value of the coolant in the reservoir 211 meets the corresponding pH requirements. This can prevent corrosion of the tank body or electric vehicle caused by the pH value of the coolant in the reservoir 211 being too low, and extend the life of the liquid cooling equipment and the electric vehicle.

[0150] In one embodiment, such as Figure 19 As shown, the liquid storage tank 211 is equipped with a temperature sensor 2115, which is located at one of the intervals. The temperature sensor 2115 is used to detect the temperature of the coolant in the tank.

[0151] In this embodiment, the temperature sensor 2115 is located at one of the intervals, which improves the accuracy of the temperature of the coolant in the housing detected by the temperature sensor 2115. This is because the temperature of the upper chamber is higher than that of the lower chamber. If the temperature sensor 2115 is placed in the upper chamber, the detected temperature of the coolant in the housing will be too high; if the temperature sensor 2115 is placed in the lower chamber, the detected temperature of the coolant in the housing will be too low. Since the coolant in the lower chamber flows into the upper chamber through the interval, the temperature of the coolant at the interval is relatively accurate. Therefore, this application designs the temperature sensor 2115 to be located at one of the intervals, which can improve the accuracy of the temperature sensor 2115 in detecting the temperature of the coolant in the housing.

[0152] Continue to refer to Figure 19 In one embodiment, the liquid storage tank 211 is further provided with an electric heater 2116, which is located in the lower chamber and is used to heat the coolant in the tank.

[0153] In this embodiment, the coolant temperature in the upper chamber is generally higher than that in the lower chamber. If the electric heater 2116 is placed in the upper chamber, it would heat the coolant in the upper chamber first, which is detrimental to the heat dissipation of the electric vehicle by the liquid cooling equipment. This application designs the electric heater 2116 to be located in the lower chamber. When the coolant temperature supplied to the electric vehicle by the liquid cooling equipment is low, the liquid cooling equipment can control the operation of the electric heater 2116 to heat the coolant in the lower chamber, thereby meeting the coolant temperature requirements of the electric vehicle and achieving heat dissipation. This ensures the normal charging of the electric vehicle.

[0154] To better control the flow of coolant, in one embodiment, such as Figure 19 As shown, the liquid cooling equipment also includes a three-way valve 260. The first valve port 260a of the three-way valve 260 is connected to the first liquid outlet 2111b, the second valve port 260b of the three-way valve 260 is connected to the liquid inlet 212a of the liquid cooling unit, and the third valve port 260c of the three-way valve 260 is connected to at least one liquid inlet head. Based on this, the liquid cooling equipment can operate in different working modes by adjusting the opening and closing states of the three valve ports of the three-way valve 260.

[0155] Specifically, when the first valve port 260a and the second valve port 260b are connected, the liquid cooling equipment can be considered to be in the internal circulation cooling mode. That is, the coolant in the storage tank 211 returns to the storage tank 211 through the first outlet 2111b, the first valve port 260a, the second valve port 260b, the liquid inlet 212a of the liquid cooling unit, the liquid outlet 212b of the liquid cooling unit, and the first inlet 2111a. In this process, heat exchange between the coolant in the storage tank 211 and the liquid cooling unit is realized. When the second valve port 260b and the third valve port 260c are connected, the liquid cooling equipment can be considered to be in external circulation cooling mode. That is, the coolant in the storage tank 211 returns to the storage tank 211 through the second outlet 2111c, outlet head 230, inlet head 220, third valve port 260c, second valve port 260b, liquid cooler unit inlet 212a, liquid cooler unit outlet 212b, and first inlet 2111a. In this process, the coolant in the storage tank 211 absorbs the heat of the electric vehicle and then exchanges heat with the liquid cooler unit.

[0156] In this embodiment, the liquid cooling device is used to: when no coolant is output from the first outlet 2111b and the second outlet 2111c, and the temperature of the coolant is greater than a first temperature threshold, control the three-way valve 260 to open the passage between the storage tank and the liquid cooling unit 212; or, when no coolant is output from the first outlet 2111b and the second outlet 2111c, and the temperature of the coolant is less than a second temperature threshold, control the electric heater 2116 to operate, where the second temperature threshold is less than the first temperature threshold.

[0157] In this embodiment, taking a first temperature threshold of t1 and a second temperature threshold of t2 as an example, when the temperature of the coolant contained in the tank 2111 detected by the temperature sensor 2115 is t0, assuming t0 > t1, it indicates that the temperature of the coolant in the tank 211 is too high, which can easily cause the pH value of the coolant to decrease, and in severe cases, may make the coolant weakly acidic. Furthermore, when the liquid cooling equipment needs to supply coolant to the electric vehicle, the excessively high temperature of the coolant in the tank 211 may not meet the coolant requirements of the electric vehicle. Therefore, in this case, the temperature of the coolant in the tank 211 should be lowered. Conversely, assuming t0 < t2, it indicates that the temperature of the coolant in the tank 211 is too low. When the liquid cooling equipment needs to supply coolant to the electric vehicle, the excessively low temperature of the coolant in the tank 211 may not meet the coolant requirements of the electric vehicle. Therefore, in this case, the temperature of the coolant in the tank 211 should be raised.

[0158] Specifically, when lowering or raising the temperature of the coolant in the reservoir 211, it can be considered to do so when no coolant is being discharged from the first outlet 2111b and the second outlet 2111c. That is, when the coolant in the reservoir 211 of the liquid cooling equipment is not exchanging heat with the liquid cooling unit 212 and the liquid cooling equipment is not supplying coolant to the electric vehicle, this ensures the accuracy of the temperature sensor 2115 and the normal liquid cooling heat dissipation of the electric vehicle. This is because if the temperature of the coolant in the reservoir 211 is lowered or raised while the coolant in the liquid cooling equipment is exchanging heat with the liquid cooling unit 212, the temperature of the coolant in the reservoir 211 will constantly change because the coolant is already in internal circulation within the liquid cooling equipment. This temperature change will cause deviations in the temperature sensor 2115's detection, affecting the accuracy of the temperature sensor 2115. Conversely, if the temperature of the coolant in the reservoir 211 is lowered or raised while the liquid cooling equipment is supplying coolant to the electric vehicle, the temperature of the coolant in the reservoir 211 will continuously change because the coolant in the reservoir 211 is already in internal circulation. This temperature change will cause deviations in the temperature sensor 2115's detection, affecting the accuracy of the temperature sensor 2115. Simultaneous delivery of coolant from outlet 111c and the first outlet 2111b will cause fluctuations in the temperature of the coolant in the reservoir 211. These fluctuations will affect the normal operation of the liquid cooling system for the electric vehicle. Therefore, this application is designed to lower or raise the temperature of the coolant in the reservoir 211 when no coolant is being delivered from the first outlet 2111b and the second outlet 2111c, in order to ensure the accuracy of the temperature sensor 2115 and the normal operation of the liquid cooling system for the electric vehicle.

[0159] In this embodiment, the temperature sensor 2115 can detect the temperature of the coolant. The liquid cooling equipment can control the three-way valve 260 to open the passage between the coolant tank 211 and the liquid cooling unit 212 based on the comparison result of the temperature with the first temperature threshold and the second temperature threshold, or control the operation of the electric heater 2116, so that the temperature of the coolant in the coolant tank 211 meets the corresponding temperature requirements. This can avoid the failure to meet the coolant requirements of the electric vehicle due to the coolant temperature in the coolant tank 211 being too low or too high, and can also avoid the pH drop caused by the coolant temperature in the coolant tank 211 being too low, which may cause corrosion to the liquid cooling equipment and the electric vehicle, thus extending the life of the liquid cooling equipment and the electric vehicle.

[0160] It should be understood that in some embodiments, if the outdoor ambient temperature is low when the charging device is charging the electric vehicle, the charging efficiency will be low. In this case, the liquid cooling device can control the operation of the electric heater 2116 to heat the coolant in the reservoir 211, thereby increasing the temperature of the coolant in the reservoir 211. When the heated coolant in the reservoir 211 flows through the electric vehicle's power battery, it can heat the power battery. During the heating process, the temperature of the power battery gradually increases. When the temperature of the power battery reaches a preset value, the charging efficiency of the power battery is significantly improved. As the power battery continues to charge, the temperature of the power battery may become too high. At this point, the liquid cooling device can stop the operation of the electric heater 2116 to prevent the temperature of the power battery from rising further. Furthermore, to further reduce the temperature of the power battery, the liquid cooling device can supply the electric vehicle with cooler coolant. This coolant can remove the heat generated during the charging process of the power battery, achieving cooling and improving the fast charging performance of the power battery.

[0161] It should be noted that in some embodiments, the housing 2111 may only be equipped with a replenishment port 2111d and a drain port 2111e. When the coolant level in the housing 2111 does not meet the corresponding height requirements, monitoring personnel can add coolant to the housing 2111 through the replenishment port 2111d or drain a portion of the coolant from the housing 2111 through the drain port 2111e to ensure that the coolant level in the housing 2111 meets the corresponding height requirements. Alternatively, when the pH value of the coolant in the housing 2111 does not meet the corresponding pH requirements, monitoring personnel can take appropriate actions based on the information generated by the liquid cooling equipment.

[0162] The specific process is similar to that described above, except that in the above embodiments, the liquid cooling equipment is monitored and the corresponding valves are controlled. In this embodiment, after the liquid cooling equipment generates information, the monitoring personnel can take corresponding actions based on the information, such as opening the cover of the replenishment port 2111d or the drain port 2111e to replenish coolant to the storage tank or drain the coolant from the storage tank.

[0163] refer to Figure 20 In one embodiment, the liquid cooling unit 212 includes a compressor 2121, a first heat exchanger 2122, an expansion valve 2123, and a second heat exchanger 2124 connected in sequence. The first heat exchanger 2122 includes a first refrigerant passage and a first coolant passage. The first refrigerant passage is connected between the compressor 2121 and the expansion valve 2123. The first refrigerant passage is used for heat exchange with the first coolant passage. The outlet of the first coolant passage is connected to the first inlet 211a, and the inlet of the first coolant passage is connected to the first outlet 2111b or the inlet head 220.

[0164] In this embodiment, the first heat exchanger 2122 can be a plate heat exchanger. A plate heat exchanger is a heat exchanger composed of a series of metal plates with a certain corrugated shape stacked together, with each metal plate forming an independent coolant passage and a refrigerant passage. In practical applications, the heat of the coolant in the first coolant passage can be conducted to the heat exchange fluid in the first refrigerant passage through the metal plates, thereby cooling the coolant in the first coolant passage.

[0165] In practical implementation, when the charging equipment charges the electric vehicle, the liquid cooling equipment can supply coolant to the electric vehicle, and the heat generated by the electric vehicle is absorbed by the coolant. The coolant that has absorbed heat flows into the first coolant passage through the electric vehicle's return port, inlet 220, and the liquid cooling unit's inlet 212a. The first heat exchanger 2122 can transfer the heat absorbed by the coolant in the first coolant passage to the heat exchange fluid in the first refrigerant passage through heat exchange, thereby cooling the coolant in the first coolant passage.

[0166] Subsequently, the cooled coolant in the first coolant passage flows into the electric vehicle through the liquid cooler unit's outlet 212b, first inlet 2111a, second outlet 2111c, and the electric vehicle's filler port, continuing to circulate and dissipate heat for the electric vehicle. Meanwhile, the heat exchange fluid in the first refrigerant passage, after heat exchange, can achieve cooling circulation through the expansion valve 2123, second heat exchanger 2124, and compressor 2121.

[0167] When the liquid cooling equipment is not supplying coolant to the electric vehicle, the liquid storage tank 211 inside the liquid cooling equipment exchanges heat with the liquid cooling unit 212. Specifically, the coolant in the storage tank 211 flows out from the first outlet 2111b and into the first coolant passage through the inlet 212a of the liquid cooling unit. The first heat exchanger 2122 can transfer the heat absorbed by the coolant in the first coolant passage to the heat exchange fluid in the first refrigerant passage through heat exchange, thereby cooling the coolant in the first coolant passage.

[0168] In this embodiment, when the liquid cooling device uses liquid cooling heat dissipation, the liquid cooling unit 212 can use liquid-liquid heat exchange to dissipate the coolant flowing out from the first outlet 2111b. The liquid cooling unit has high efficiency in dissipating the coolant, which is beneficial to improving the cooling speed of the coolant in the storage tank. In addition, the liquid cooling unit 212 can use liquid-liquid heat exchange to dissipate the coolant flowing out from the electric vehicle. The liquid cooling unit 212 has high efficiency in dissipating the coolant, which is beneficial to further improve the cooling effect of the coolant on the electric vehicle, so as to meet the growing heat dissipation needs of the electric vehicle.

[0169] Continue to refer to Figure 20In one embodiment, the liquid cooling unit 212 further includes a fan 2125, the air outlet of which faces the second heat exchanger 2124. This allows the fan 2125 to accelerate the airflow through the second heat exchanger 2124, thereby cooling the second heat exchanger 2124.

[0170] In real-world scenarios, the various components in a liquid cooling system are arranged according to... Figure 21 The schematic diagram shown is set up in accordance with... Figure 20 compared to, Figure 21 The second heat exchanger 2124 shown is positioned above the liquid storage tank, and the fan 2125 is positioned above the second heat exchanger 2124. The advantage of this design is that it easily creates airflow, facilitating heat dissipation to the external environment and thus improving the cooling effect of the liquid cooling system on the electric vehicle.

[0171] In one embodiment, such as Figure 22 As shown, the liquid cooling unit also includes a third heat exchanger 2126 and a fan 2125. The air outlet of the fan 2125 faces the third heat exchanger 2126 and the second heat exchanger 2124. The liquid inlet of the third heat exchanger 2126 is connected to the liquid inlet head 220 or the first liquid outlet 2111b, and the liquid outlet of the third heat exchanger 2126 is connected to the first liquid inlet 2111a.

[0172] In this embodiment of the application, compared to Figure 21 In the illustrated embodiment, a third heat exchanger 2126 is added. In this case, the air outlet of the fan 2125 is directed towards the third heat exchanger 2126 and the second heat exchanger 2124. The fan 2125 can accelerate the flow rate of the coolant in the third heat exchanger 2126, thus cooling the coolant there, and also accelerate the flow rate of the coolant in the second heat exchanger 2124, thus cooling the coolant there. Furthermore, this design allows for switching between natural heat dissipation and mechanical cooling modes.

[0173] Specifically, when the outdoor ambient temperature is low, the coolant can be cooled through natural heat dissipation. Taking the cooling of an electric vehicle by a liquid cooling system as an example, the coolant in the reservoir is delivered to the electric vehicle through the second outlet 2111c and the outlet head 230. This coolant can absorb the heat generated by the power battery during charging. Then, the heat-absorbing coolant flows into the third heat exchanger 2126 through the inlet head 220 connected to the return port of the electric vehicle. Due to the low outdoor ambient temperature, the fan 2125 can provide air cooling for the coolant flowing into the third heat exchanger 2126. The coolant from the third heat exchanger 2126, after being air-cooled by the fan, flows back into the reservoir through the first inlet 2111a, thus cooling the electric vehicle. In this mode, the compressor is not activated; the compressor, the first heat exchanger, and the second heat exchanger are in an inactive state, reducing power consumption and improving heat dissipation efficiency.

[0174] When the outdoor ambient temperature is high, the coolant can be cooled using mechanical refrigeration. Taking the example of a liquid-cooled system dissipating heat from an electric vehicle, the coolant in the reservoir is delivered to the electric vehicle through the second outlet 2111c and outlet head 230. This coolant absorbs the heat generated by the battery during charging. The heat-absorbing coolant then flows into the first heat exchanger 2122 through the inlet head 220 connected to the electric vehicle's return port. The first heat exchanger 2122 transfers the heat absorbed by the coolant in the first coolant passage to the heat exchanger in the first refrigerant passage through heat exchange, thereby cooling the coolant in the first coolant passage. Afterward, the cooled coolant in the first coolant passage flows back into the electric vehicle through the liquid-cooled unit's outlet 212b, the first inlet 2111a, the second outlet 2111c, and the electric vehicle's filling port, continuing the circulation and heat dissipation process. The heat exchange fluid in the first refrigerant passage can be transferred to the second heat exchanger 2124 after heat exchange. The fan 2125 can provide air cooling for the heat exchange fluid flowing into the second heat exchanger 2124, thus cooling the heat exchange fluid in the second heat exchanger 2124. In this mode, the requirements for outdoor ambient temperature are relatively low, and even in high-temperature environments, heat dissipation for electric vehicles can be achieved, resulting in high reliability.

[0175] In addition, in mechanical refrigeration mode, the coolant that absorbs heat flows from the inlet head and flows into the storage tank after one heat dissipation. During the cooling process of the coolant that absorbs heat, there is less loss and the heat dissipation efficiency is high.

[0176] In one embodiment, such as Figure 23As shown, the second heat exchanger 2124 includes a second coolant passage and a second refrigerant passage, the second refrigerant passage being used for heat exchange with the second coolant passage. The liquid-cooled unit also includes a third heat exchanger 2126, a fan 2125, and two three-way valves 2127a and 2127b, with the fan 2125's air outlet facing the third heat exchanger 2126. The outlet of the third heat exchanger 2126 is connected to the inlet of the second coolant passage, and the inlet of the third heat exchanger 2126 is connected to the outlet of the second coolant passage.

[0177] Among them, the first valve port of one three-way valve 2127a is connected to the inlet of the first coolant passage, the second valve port of one three-way valve 2127a is connected to the inlet of the third heat exchanger 2126, and the third valve port of one three-way valve 2127a is connected to the inlet head 220; the first valve port of another three-way valve 2127b is connected to the outlet of the third heat exchanger 2126, the second valve port of another three-way valve 2127b is connected to the inlet of the second coolant passage, and the third valve port of another three-way valve 2127b is connected to the first inlet port 2111a.

[0178] In this embodiment of the application, compared to Figure 21 In the illustrated embodiment, a third heat exchanger 2126 is added. In this case, the air outlet of the fan 2125 is directed towards the third heat exchanger 2126. The fan 2125 can accelerate the flow rate of the coolant passing through the third heat exchanger 2126, thereby cooling the coolant in the third heat exchanger 2126. Furthermore, this design allows for switching between natural heat dissipation mode and mechanical cooling mode.

[0179] Specifically, when the outdoor ambient temperature is low, the coolant can be cooled through natural heat dissipation. In this mode, the second and third ports of the liquid cooling equipment control three-way valve 2127a are connected, as are the first and third ports of the three-way valve 2127b. Taking the liquid cooling equipment dissipating heat to an electric vehicle as an example, the coolant in the reservoir is delivered to the electric vehicle through the second outlet 2111c and the outlet head 230. This coolant can absorb the heat generated by the power battery during charging. Afterward, the heat-absorbing coolant can flow directly into the third heat exchanger 2126 through the inlet head 220 connected to the return port of the electric vehicle. Due to the low outdoor ambient temperature, the fan 2125 can perform air cooling on the coolant flowing into the third heat exchanger 2126. The coolant cooled by the fan flows into the reservoir through the first inlet 2111a, thereby achieving heat dissipation for the electric vehicle. In this mode, the compressor is not started, and the compressor, the first heat exchanger, and the second heat exchanger are in an inactive state, which can reduce power consumption and improve heat dissipation efficiency.

[0180] When the outdoor ambient temperature is high, the coolant can be cooled using mechanical refrigeration. In this mode, the first and third ports of the liquid cooling device control three-way valve 2127a are connected, as are the first and second ports of the three-way valve 2127b. Taking the liquid cooling device dissipating heat to an electric vehicle as an example, the coolant in the reservoir is delivered to the electric vehicle through the second outlet 2111c and outlet head 230. This coolant can absorb the heat generated by the power battery during charging. Then, the heat-absorbing coolant flows into the first heat exchanger 2122 through the inlet head 220 connected to the electric vehicle's return port. The first heat exchanger 2122 transfers the heat absorbed by the coolant in the first coolant passage to the heat exchanger in the first refrigerant passage through heat exchange, thereby cooling the coolant in the first coolant passage. Subsequently, the cooled coolant in the first coolant passage flows into the electric vehicle through the liquid cooler unit's outlet 212b, first inlet 2111a, second outlet 2111c, and the electric vehicle's filling port, continuing to circulate and dissipate heat. Meanwhile, the heat exchange fluid in the first refrigerant passage, after heat exchange, can be transferred to the second coolant passage of the second heat exchanger. The coolant in the second coolant passage flows into the third heat exchanger 2126, where the fan 2125 provides air cooling, thus cooling the coolant in the third heat exchanger 2126. In this mode, the requirements for outdoor ambient temperature are relatively low; even in high-temperature environments, heat dissipation for the electric vehicle can be achieved, resulting in high reliability.

[0181] In addition, a pump 270 can be installed between the second heat exchanger 2124 and the third heat exchanger 2126 to drive the flow of the second coolant between the second heat exchanger 2124 and the third heat exchanger 2126, so as to realize the cooling cycle of the second coolant.

[0182] This application embodiment adds a third heat exchanger and a fan. The liquid cooling equipment can dissipate coolant heat in different modes. When the liquid cooling equipment dissipates coolant heat in natural heat dissipation mode, there is no need to start the compressor, which reduces power consumption and improves heat dissipation efficiency. When the liquid cooling equipment dissipates coolant heat in mechanical refrigeration mode, the requirements for outdoor ambient temperature are lower, and coolant heat dissipation can be achieved even in high-temperature environments, resulting in higher reliability. This application can flexibly switch the coolant heat dissipation mode according to the outdoor ambient temperature, which can not only dissipate coolant heat but also reduce power consumption, improve heat dissipation efficiency, and enhance reliability.

[0183] Moreover, based on this design, the second coolant passage can be shared in both heat dissipation modes, which is beneficial for the integration of liquid cooling equipment and, in turn, for the miniaturization of liquid cooling equipment.

[0184] Furthermore, in this design, the fan outlet faces only the third heat exchanger, resulting in lower air resistance and better heat dissipation. Also, in mechanical refrigeration mode, the coolant that absorbs heat flows in from the inlet and undergoes two heat exchanges before flowing into the storage tank. Therefore, this design reduces the heat dissipation requirements for multiple heat exchangers, thereby lowering costs.

[0185] In one embodiment, such as Figure 24 As shown, the liquid-cooled unit includes two check valves 2129a and 2129b and a pump 2128. The inlet of one check valve 2129a is connected to the outlet of a first refrigerant passage, and the outlet of one check valve 2129a is connected to the inlet of a second refrigerant passage. The inlet of the other check valve 2129b is connected to the outlet of the second refrigerant passage, and the outlet of the other check valve 2129b is connected to the inlet of the first refrigerant passage. The inlet of pump 2128 is connected to the outlet of the second refrigerant passage, and the outlet of pump 2128 is connected to the inlet of the first refrigerant passage.

[0186] In this embodiment of the application, compared to Figure 21 The embodiment shown adds two one-way valves 2129a and 2129b and a pump 2128, which also enables switching between natural heat dissipation mode and mechanical cooling mode.

[0187] Specifically, when the outdoor ambient temperature is low, the coolant can be cooled through natural heat dissipation. Taking the cooling of an electric vehicle by a liquid cooling system as an example, the coolant in the reservoir is delivered to the electric vehicle through the second outlet 2111c and the outlet head 230. This coolant can absorb the heat generated by the power battery during charging. Then, the heat-absorbing coolant flows into the first heat exchanger 2122 through the inlet head 220 connected to the return port of the electric vehicle. The first heat exchanger 2122 can transfer the heat absorbed by the coolant in the first coolant passage to the heat exchanger in the first refrigerant passage through heat exchange, thereby cooling the coolant in the first coolant passage. Afterwards, the cooled coolant in the first coolant passage flows back into the electric vehicle through the outlet 212b of the liquid cooling unit, the first inlet 2111a, the second outlet 2111c, and the filling port of the electric vehicle, continuing the circulation and cooling of the electric vehicle. After heat exchange, the heat exchange fluid in the first refrigerant passage can achieve cooling circulation through one-way valve 2129a, second heat exchanger 2124, pump 2128, and expansion valve 2123. During this process, the compressor is not activated, which reduces power consumption and improves heat dissipation efficiency.

[0188] When the outdoor ambient temperature is high, the coolant can be cooled using mechanical refrigeration. Taking the example of a liquid-cooled system dissipating heat from an electric vehicle, the coolant in the reservoir is delivered to the electric vehicle through the second outlet 2111c and outlet head 230. This coolant absorbs the heat generated by the battery during charging. The heat-absorbing coolant then flows into the first heat exchanger 2122 through the inlet head 220 connected to the electric vehicle's return port. The first heat exchanger 2122 transfers the heat absorbed by the coolant in the first coolant passage to the heat exchanger in the first refrigerant passage through heat exchange, thereby cooling the coolant in the first coolant passage. Afterward, the cooled coolant in the first coolant passage flows back into the electric vehicle through the liquid-cooled unit's outlet 212b, the first inlet 2111a, the second outlet 2111c, and the electric vehicle's filling port, continuing the circulation and heat dissipation process. The heat exchange fluid in the first refrigerant passage, after heat exchange, can achieve cooling circulation through the compressor 2121, the second heat exchanger 2124, the one-way valve 2129b, and the expansion valve 2123. In this mode, the requirements for outdoor ambient temperature are relatively low, and even in high-temperature environments, heat dissipation for electric vehicles can be achieved, resulting in high reliability.

[0189] Furthermore, the purpose of designing two one-way valves in this application is to prevent backflow of the heat exchange fluid. Specifically, in mechanical refrigeration mode, after heat exchange, the heat exchange fluid in the first refrigerant passage can achieve cooling circulation through the compressor 2121, the second heat exchanger 2124, the one-way valve 2129b, and the expansion valve 2123. If the one-way valve 2129a is replaced with a two-way valve, the heat exchange fluid flowing out of the compressor may flow back through the two-way valve to the first heat exchanger, which is not conducive to achieving cooling circulation in the first refrigerant passage. Moreover, in this mode, since the pump 2128 is not in operation, the coolant flowing out of the one-way valve 2129b will not flow from the pump 2128 into the second heat exchanger 2124, thereby preventing backflow of the heat exchange fluid.

[0190] In natural heat dissipation mode, the heat exchange fluid in the first refrigerant passage, after heat exchange, can achieve cooling circulation through one-way valve 2129a, second heat exchanger 2124, pump 2128, and expansion valve 2123. If one-way valve 2129b is replaced with a two-way valve, the heat exchange fluid flowing out of pump 2128 may flow backward through the two-way valve to the second heat exchanger, which is not conducive to achieving cooling circulation in the first refrigerant passage. Moreover, in this mode, since the compressor is not working, the coolant flowing out of one-way valve 2129a will not flow from compressor 2121 into first heat exchanger 2122, thereby preventing backflow of the heat exchange fluid.

[0191] It should be understood that the above Figure 24The diagram shows a check valve 2129b located between the second heat exchanger and the expansion valve 2123. In another implementation, the check valve 2129b can also be located between the second heat exchanger and the compressor, still achieving the above effect. The specific process is similar to that described above and will not be repeated here.

[0192] This application embodiment adds two one-way valves 2129a and 2129b and a pump 2128. The liquid cooling device can dissipate coolant heat in different modes. When the liquid cooling device dissipates coolant heat in natural cooling mode, there is no need to start the compressor, which reduces power consumption and improves heat dissipation efficiency. When the liquid cooling device dissipates coolant heat in mechanical cooling mode, the requirements for outdoor ambient temperature are lower, and coolant heat dissipation can be achieved even in high-temperature environments, resulting in higher reliability. This application can flexibly switch the coolant heat dissipation mode according to the outdoor ambient temperature, which can not only dissipate coolant heat but also reduce power consumption, improve heat dissipation efficiency, and enhance reliability.

[0193] In addition, the design of two one-way valves can prevent the reverse flow of heat exchange fluid, which is conducive to the cooling cycle of the first refrigerant passage, thereby facilitating the normal heat dissipation of electric vehicles and ensuring the normal charging of electric vehicles by the charging equipment.

[0194] In one embodiment, such as Figure 25 As shown, the first heat exchanger 2122 and the second heat exchanger 2124 are arranged along the first direction, and the housing 2111 is located between the first heat exchanger 2122 and the second heat exchanger 2124. The length of the housing 2111 along the first direction is less than the length of the housing 2111 along the second direction, and the second direction is perpendicular to the first direction.

[0195] refer to Figure 25 The first heat exchanger 2122 and the second heat exchanger 2124 are arranged along a first direction, which is the z-direction in the figure. The second direction is either the y-direction or the x-direction in the figure. The length of the housing 2111 along the z-direction is d1 in the figure, the length of the housing 2111 along the x-direction is d2 in the figure, and the length of the housing 2111 along the y-direction is d3 in the figure, where d1 < d2 and d3. If the length of the housing 2111 along the first direction is greater than the length of the housing 2111 along the second direction, some control between the first heat exchanger 2122 and the second heat exchanger 2124 will be wasted, which is not conducive to the integration of the liquid cooling equipment. Therefore, this design can avoid the waste of internal space of the liquid cooling equipment, which is conducive to the integration of the liquid cooling equipment and thus facilitates the miniaturization of the liquid cooling equipment.

[0196] In one embodiment, such as Figure 26As shown, the first heat exchanger 2122 and the second heat exchanger 2124 are arranged along the first direction, and the housing 2111 and the liquid cooling unit are arranged along the second direction. The length of the housing 2111 along the first direction is greater than the length of the housing 2111 along the second direction.

[0197] refer to Figure 26 The first heat exchanger 2122 and the second heat exchanger 2124 are arranged along a first direction, which is the z-direction in the figure. The housing 2111 and the liquid cooling unit are arranged along a second direction, which is the x-direction in the figure. The length of the housing 2111 along the z-direction is d1 in the figure, and the length of the housing 2111 along the x-direction is d2 in the figure, where d1 > d2. If the length of the housing 2111 along the first direction is less than the length of the housing 2111 along the second direction, the space above the housing 2111 will be wasted, which is not conducive to the integration of the liquid cooling equipment. Therefore, this design can avoid the waste of internal space of the liquid cooling equipment, which is conducive to the integration of the liquid cooling equipment and thus facilitates the miniaturization of the liquid cooling equipment. In addition, this design can also realize the expansion of the liquid cooling equipment. Since the housing 2111 and the liquid cooling unit are arranged along the second direction, that is, the housing 2111 and the liquid cooling unit are relatively independent, when the liquid cooling equipment needs to be expanded, only the volume of the housing needs to be increased, which is easy to achieve.

[0198] Furthermore, this application also provides a charging device comprising a charging module, a charging gun, and a liquid cooling device as described in any of the above embodiments. The charging gun is used to output the current from the charging module to an electric vehicle. The liquid cooling device is used to exchange heat with at least one of the charging module or the charging gun and the electric vehicle when the charging device is charging the electric vehicle.

[0199] The charging equipment can be one of the above. Figure 1 The charging equipment and liquid cooling equipment in the above-mentioned... Figures 2 to 26 For details regarding liquid cooling equipment, please refer to the above text; further details will not be provided here.

[0200] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A liquid cooling device, characterized in that, The liquid cooling equipment includes a liquid storage tank, a liquid cooling unit, a liquid inlet head, and a liquid outlet head. The liquid outlet head is used to connect to the liquid injection port of the electric vehicle, and the liquid inlet head is used to connect to the liquid return port of the electric vehicle. The liquid cooling unit is used to cool the coolant in the liquid storage tank. The liquid storage tank includes a tank body and at least one partition plate. The at least one partition plate is used to divide the tank body into an upper chamber and a lower chamber, and the upper chamber and the lower chamber are connected. The housing is provided with a first liquid inlet and a first liquid outlet. The first liquid outlet is located in the housing corresponding to the upper chamber, and the first liquid inlet is located in the housing corresponding to the lower chamber. The first liquid outlet is connected to the liquid inlet of the liquid chiller and the first liquid inlet is connected to the liquid outlet of the liquid chiller. The housing is also provided with a second liquid outlet, which is located in the housing corresponding to the lower chamber. The second liquid outlet is connected to the liquid outlet head, and the liquid inlet of the liquid cooling unit or the first liquid inlet is connected to the liquid inlet head.

2. The liquid cooling device according to claim 1, characterized in that, The enclosure includes a top plate, a bottom plate, and multiple side plates, with the top plate and the bottom plate arranged opposite to each other, and the multiple side plates located between the top plate and the bottom plate; The at least one partition includes a partition disposed between the top plate and the bottom plate, and the partition is spaced apart from at least one of the side plates; or... The at least one partition plate includes a plurality of partition plates disposed between the top plate and the bottom plate. The plurality of partition plates are arranged at intervals along a first direction, which is perpendicular to the direction from the top plate to the bottom plate.

3. The liquid cooling device according to claim 2, characterized in that, When the at least one partition plate includes a partition plate and there is a gap between the partition plate and one of the plurality of side plates, the first liquid outlet is located on the side plate opposite to the one of the side plates, and the distance between the first liquid outlet and the top plate is less than the distance between the first liquid outlet and the bottom plate.

4. The liquid cooling device according to claim 2, characterized in that, When the at least one partition includes a partition disposed between the top plate and the bottom plate, and the partition is spaced apart from at least two of the plurality of side plates; or when the at least one partition includes a plurality of partitions; The first liquid outlet is located on the top plate.

5. The liquid cooling device according to any one of claims 2 to 4, characterized in that, The first liquid inlet and the second liquid outlet are located on the bottom plate.

6. The liquid cooling device according to any one of claims 2 to 4, characterized in that, The liquid storage tank also includes at least one pressure relief valve located on the top plate, which is used to release gas from the tank.

7. The liquid cooling device according to any one of claims 1 to 6, characterized in that, The liquid storage tank is equipped with a liquid level sensor, which is used to detect the liquid level height of the coolant contained in the tank. The liquid cooling equipment is used for: When the liquid level is less than the first preset height, information is generated to indicate that coolant should be added to the storage tank; or, When the liquid level is greater than the second preset height, information is generated to indicate that coolant is being discharged from the storage tank; The second preset height is greater than the first preset height.

8. The liquid cooling device according to any one of claims 1 to 7, characterized in that, The liquid storage tank is also equipped with a pH sensor, which is located in the lower chamber and is used to detect the pH value of the coolant in the tank.

9. The liquid cooling device according to claim 8, characterized in that, The liquid cooling equipment is used for: When the pH value of the coolant in the tank is less than a first pH threshold, information is generated to indicate that coolant should be added to the reservoir; or, When the pH value of the coolant in the tank is less than the second pH threshold, information is generated to indicate that the coolant in the reservoir should be replaced. Wherein, the second pH threshold is less than the first pH threshold.

10. The liquid cooling device according to any one of claims 2 to 6, characterized in that, The liquid storage tank is equipped with a temperature sensor, which is located at one of the intervals, and the temperature sensor is used to detect the temperature of the coolant in the tank.

11. The liquid cooling device according to any one of claims 1 to 10, characterized in that, The liquid storage tank is also equipped with an electric heater, which is located in the lower chamber and is used to heat the coolant in the tank.

12. The liquid cooling device according to any one of claims 1 to 11, characterized in that, The liquid cooling unit includes a compressor, a first heat exchanger, an expansion valve, and a second heat exchanger connected in sequence. The first heat exchanger includes a first refrigerant passage and a first coolant passage, and the second heat exchanger includes a second refrigerant passage. The first refrigerant passage and the second refrigerant passage are both connected between the compressor and the expansion valve. The first refrigerant passage is used for heat exchange with the first coolant passage. The outlet of the first coolant passage is connected to the first inlet, and the inlet of the first coolant passage is connected to the first outlet or the inlet head.

13. The liquid cooling device according to claim 12, characterized in that, The liquid cooling unit also includes two check valves and a pump; The inlet of one of the check valves is connected to the outlet of the first refrigerant passage, the outlet of the other one-way valve is connected to the inlet of the second refrigerant passage, the inlet of the other one-way valve is connected to the outlet of the second refrigerant passage, and the outlet of the other one-way valve is connected to the inlet of the first refrigerant passage. The pump inlet is connected to the outlet of the second refrigerant passage, and the pump outlet is connected to the inlet of the first refrigerant passage.

14. The liquid cooling device according to claim 12, characterized in that, The first heat exchanger and the second heat exchanger are arranged along a first direction, and the housing is located between the first heat exchanger and the second heat exchanger. The length of the housing along the first direction is less than the length of the housing along a second direction, and the second direction is perpendicular to the first direction; or... The first heat exchanger and the second heat exchanger are arranged along a first direction, the housing and the liquid cooling unit are arranged along a second direction, and the length of the housing along the first direction is greater than the length of the housing along the second direction.

15. A charging device, characterized in that, The charging device includes a charging module, a charging gun, and a liquid cooling device as described in any one of claims 1 to 14, wherein the charging gun is used to output the current output by the charging module to an electric vehicle; The liquid cooling device is used to exchange heat with at least one of the charging module or the charging gun and the electric vehicle when the charging device is charging the electric vehicle.

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