Electric vehicle

Abstract

The embodiment of the invention provides an electric vehicle. The electric vehicle comprises a power battery, a heat exchanger, a liquid storage tank, an in-vehicle pipeline, a liquid injection channel and a liquid discharge channel, wherein the power battery comprises a liquid cooling channel. The in-vehicle pipeline is used for conducting one of the in-vehicle cooling loop, the out-vehicle cooling loop and the out-vehicle liquid supplementing channel. The in-vehicle cooling loop is used for conveying the cooling liquid flowing out of the liquid cooling flow channel to the heat exchanger and conveying the cooling liquid flowing out of the heat exchanger to the liquid cooling flow channel. And the vehicle exterior cooling loop is used for conveying the cooling liquid provided by the vehicle exterior liquid cooling equipment to the liquid cooling flow channel through the liquid injection channel, and conveying the cooling liquid flowing out of the liquid cooling flow channel to the vehicle exterior liquid cooling equipment through the liquid discharge channel, so that heat dissipation of the power battery by the vehicle exterior liquid cooling equipment is realized. The outside-vehicle liquid supplementing channel is used for conveying cooling liquid provided by the outside-vehicle liquid cooling equipment to the liquid storage tank through the liquid injection channel, so that liquid supplementing of the outside-vehicle liquid cooling equipment to the liquid storage tank is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of charging, and more particularly, to an electric vehicle. BACKGROUND

[0002] With the increasing popularity of electric vehicles, more and more cities have begun to build super-charging cities. This has prompted the development of high-power super-charging equipment for electric vehicles in order to achieve "one second one kilometer" fast energy replenishment and create a new charging experience of "a cup of coffee, full power departure".

[0003] However, as the charging equipment provides higher charging power to the power battery of the electric vehicle, the heat generated by the power battery will also increase significantly. This results in a continuous increase in the temperature of the power battery during the high-power charging of the electric vehicle, and an excessively high temperature easily causes the efficiency and safety of the power battery to decrease during charging, thereby affecting the normal operation of the high-power fast charging of the electric vehicle. SUMMARY

[0004] The present application provides an electric vehicle that can use the cooling liquid provided by the external liquid cooling equipment to dissipate heat from the power battery, and also use the cooling liquid provided by the external liquid cooling equipment to supplement the liquid tank. Furthermore, it not only helps to meet the heat dissipation needs of the power battery during high-power fast charging, improve the efficiency and safety of the power battery during charging, but also helps to prevent the situation of insufficient cooling liquid in the liquid tank.

[0005] In a first aspect, an electric vehicle is provided, which includes a power battery, a heat exchanger, a liquid tank, an in-vehicle pipeline, a liquid injection channel and a liquid discharge channel. The power battery includes a liquid cooling flow channel. The liquid tank is used to store cooling liquid and provide cooling liquid to the in-vehicle pipeline. The liquid injection channel is used to communicate with the liquid outlet of the external liquid cooling equipment. The liquid discharge channel is used to communicate with the liquid return port of the external liquid cooling equipment. The in-vehicle pipeline is used to guide one of the in-vehicle cooling loop, the external cooling loop and the external liquid supplement channel. The in-vehicle cooling loop is used to transport the cooling liquid flowing out of the liquid cooling flow channel to the heat exchanger and transport the cooling liquid flowing out of the heat exchanger to the liquid cooling flow channel. The external cooling loop is used to transport the cooling liquid provided by the external liquid cooling equipment to the liquid cooling flow channel through the liquid injection channel, and transport the cooling liquid flowing out of the liquid cooling flow channel to the external liquid cooling equipment through the liquid discharge channel. The external liquid supplement channel is used to transport the cooling liquid provided by the external liquid cooling equipment to the liquid tank through the liquid injection channel.

[0006] In the electric vehicle provided in this application embodiment, when the electric vehicle is not being fast-charged at high power, the coolant circulates between the liquid cooling channels and the internal heat exchange channels of the heat exchanger by connecting the in-vehicle cooling circuit in the vehicle's piping, thereby achieving heat dissipation of the power battery by the heat exchanger. When the electric vehicle is fast-charging at high power, the coolant supplied by the external liquid cooling equipment circulates between the external liquid cooling equipment and the liquid cooling channels by connecting the injection and drainage channels to the external liquid cooling device, thereby achieving heat dissipation of the power battery by the external liquid cooling device. This helps meet the heat dissipation requirements of the power battery during high-power fast charging, improves the efficiency and safety of the power battery during charging, and thus helps ensure the normal operation of high-power fast charging of the electric vehicle.

[0007] Furthermore, by connecting the injection channel to the external liquid cooling system and connecting the external replenishment channel in the vehicle's internal piping, coolant supplied by the external liquid cooling system can flow into the reservoir, thus enabling the external liquid cooling system to replenish the reservoir. This prevents insufficient coolant in the reservoir, ensuring proper replenishment of the internal piping, such as the internal cooling circuit. This, in turn, facilitates the heat exchanger's effective use of the coolant supplied from the reservoir to the internal cooling circuit for battery cooling.

[0008] In one embodiment of this application, the outlet of the internal heat exchange channel of the heat exchanger is connected to the inlet of the liquid cooling channel via a liquid storage tank, or the outlet of the liquid cooling channel is connected to the inlet of the internal heat exchange channel of the heat exchanger via a liquid storage tank. The injection channel is connected to the inlet of the liquid storage tank via the liquid cooling channel to form an external liquid replenishment channel.

[0009] Based on the above design, the outlet and inlet of the coolant reservoir can be connected in series to the vehicle's internal cooling circuit between the liquid cooling channel and the internal heat exchange channel of the heat exchanger, so that the coolant reservoir serves as both the supply and return water tank for the vehicle's cooling circuit. With the vehicle's cooling circuit open, the coolant stored in the reservoir can circulate between the reservoir, the liquid cooling channel, and the internal heat exchange channel of the heat exchanger through the outlet and inlet, allowing the heat exchanger to utilize the coolant supplied by the reservoir to dissipate heat from the power battery.

[0010] Furthermore, since the inlet of the reservoir is connected to the liquid cooling channel via the in-vehicle cooling circuit, and the liquid cooling channel is connected to the injection channel, when the injection channel is connected to the external liquid cooling equipment, the reservoir can directly receive the coolant flowing out of the injection channel connected to the liquid cooling channel using its designated inlet. This means that a portion of the piping in both the in-vehicle and external cooling circuits can be used as an external coolant replenishment channel. This allows for replenishment of the reservoir by the external liquid cooling equipment without requiring a separate inlet connected to the injection channel, thereby reducing the structural complexity of the reservoir and the piping complexity of the external coolant replenishment channel.

[0011] In one embodiment of this application, the electric vehicle further includes two three-way valves. One three-way valve has a first port and a second port for conveying coolant received from the external liquid cooling equipment in the injection channel to the inlet of the liquid cooling channel; the other three-way valve has a first port and a second port for conveying coolant flowing out of the outlet of the liquid cooling channel to the drain channel. Alternatively, one three-way valve has a third port and a second port for conveying coolant flowing out of the outlet of the internal heat exchange channel of the heat exchanger to the inlet of the liquid cooling channel; the other three-way valve has a first port and a third port for conveying coolant flowing out of the outlet of the liquid cooling channel to the inlet of the internal heat exchange channel of the heat exchanger.

[0012] Based on the above design, the flow path of the coolant in the liquid cooling channel can be switched by adjusting the on / off state between different ports of each of the two three-way valves. This allows the in-vehicle cooling circuit between the liquid cooling channel and the internal heat exchange channel of the heat exchanger to be connected, or the external cooling circuit between the liquid cooling channel and the injection and drainage channels to be connected. Furthermore, this allows electric vehicles to utilize either the in-vehicle cooling circuit or the external cooling circuit to dissipate heat from the power battery, thus better meeting the heat dissipation requirements of the power battery in different application scenarios.

[0013] In one embodiment of this application, the third port of a three-way valve receives coolant flowing from the outlet of the internal heat exchange channel of the heat exchanger via a liquid reservoir. The outlet of the liquid reservoir is connected to the third port of the three-way valve, and the inlet of the liquid reservoir is connected to the outlet of the internal heat exchange channel of the heat exchanger. An external liquid replenishment channel is formed by connecting a three-way valve, a liquid cooling flow channel, another three-way valve, the internal heat exchange channel of the heat exchanger, and the inlet of the liquid reservoir.

[0014] Based on the above design, the reservoir can serve as a coolant storage tank for the vehicle's internal cooling circuit. Coolant cooled by the heat exchanger can flow into the reservoir in advance for storage. When the battery needs cooling, the coolant stored in the reservoir can quickly flow into the liquid cooling channel, thereby improving the heat exchanger's cooling efficiency for the battery. Furthermore, by adjusting the on / off state of different ports of each of the two three-way valves, not only can the flow path of the coolant in the liquid cooling channel be switched, but the on / off state of the external replenishment channel between the reservoir's inlet and the injection channel can also be adjusted. Consequently, electric vehicles do not require separate valves to adjust the on / off state of the external replenishment channel, thus reducing the number of valves used in electric vehicles and facilitating cost optimization.

[0015] In one embodiment of this application, coolant flowing from the third port of another three-way valve is delivered through a reservoir to the inlet of the internal heat exchange channel of the heat exchanger. The inlet of the reservoir is connected to the third port of the other three-way valve, and the outlet of the reservoir is connected to the inlet of the internal heat exchange channel of the heat exchanger. An external fluid replenishment channel is formed by connecting a three-way valve, a liquid cooling channel, and another three-way valve to the inlet of the reservoir.

[0016] Based on the above design, by adjusting the on / off state of different ports of each of the two three-way valves, not only can the flow path of the coolant in the liquid cooling channel be switched, but the on / off state of the external fluid replenishment channel between the inlet and injection channel of the reservoir can also be adjusted. Therefore, electric vehicles do not require separate valves to adjust the on / off state of the external fluid replenishment channel, thereby reducing the number of valves used in electric vehicles and facilitating cost optimization.

[0017] In one embodiment of this application, the electric vehicle further includes a water pump connected between the third port of a three-way valve and the outlet of the internal heat exchange channel of the heat exchanger, or connected between the third port of another three-way valve and the inlet of the internal heat exchange channel of the heat exchanger. When the external liquid cooling system supplies coolant to the external liquid cooling device through the external replenishment channel to the storage tank via the injection channel, or when the external cooling circuit supplies coolant to the external liquid cooling device to the liquid cooling channel and discharges the coolant flowing out of the liquid cooling channel to the external liquid cooling device, the electric vehicle controls the water pump to stop operating.

[0018] Based on the above design, the coolant output from the reservoir can be circulated within the vehicle's cooling circuit, driven by a water pump, between the liquid cooling channel and the internal heat exchange channel of the heat exchanger, thereby achieving heat dissipation from the power battery. Furthermore, when the external cooling circuit or the external fluid replenishment channel is operational, the water pump can be stopped, thus helping to reduce the energy consumption of electric vehicles.

[0019] In one embodiment of this application, the drain port of the reservoir is used to output coolant to the pipeline between the internal heat exchange channel and the liquid cooling channel of the heat exchanger. The electric vehicle also includes a two-way valve, and the injection channel is connected to the replenishment port of the reservoir through the two-way valve to form an external replenishment channel.

[0020] Based on the above design, with the in-vehicle cooling circuit open, the coolant output from the drain port of the reservoir can circulate within the in-vehicle cooling circuit, allowing the heat exchanger to utilize the coolant provided by the reservoir to dissipate heat from the battery. Furthermore, the reservoir's replenishment port is connected to the filling channel via a separate two-way valve. This allows the external replenishment channel for replenishing the reservoir in the electric vehicle to be independently configured from both the in-vehicle and external cooling circuits used for dissipating heat from the battery. This ensures that the reservoir replenishment process and the battery cooling process occur independently. Consequently, this improves the reliability of reservoir replenishment and battery cooling in electric vehicles.

[0021] In one embodiment of this application, the liquid injection channel is connected to the liquid outlet of the external liquid cooling device, the liquid drain channel is connected to the liquid return port of the external liquid cooling device, and before the power battery charging begins, the in-vehicle piping is used to connect the external cooling circuit.

[0022] Based on the above design, before the power battery is charged, the external cooling circuit in the vehicle's piping can be connected. This allows the coolant supplied by the external liquid cooling system to circulate through the liquid cooling channels when the power battery begins charging, thus dissipating heat from the power battery. This, in turn, helps meet the heat dissipation requirements of the power battery during high-power fast charging.

[0023] In one embodiment of this application, the liquid injection channel is connected to the liquid outlet of the external liquid cooling device, and after the power battery is charged, the internal pipeline is used to connect the external liquid replenishment channel.

[0024] Based on the above design, after the power battery charging is completed, the external liquid cooling channel in the vehicle's internal piping can be opened, allowing the external liquid cooling equipment to replenish the coolant tank through this channel. On one hand, since the power battery charging is finished, the coolant delivered to the electric vehicle by the external liquid cooling equipment via the injection channel can be used solely for replenishing the coolant tank, which improves the replenishment efficiency. On the other hand, if the coolant tank is replenished before the power battery charging begins, during the subsequent charging process, coolant output from the tank may diffuse through the liquid cooling channels into the external cooling circuit and then flow back into the external liquid cooling equipment via the drain channel without returning to the electric vehicle. This results in a further reduction in coolant in the replenished tank. Therefore, in this embodiment, by replenishing the coolant tank after the power battery charging is completed, the possibility of coolant in the replenished tank flowing back into the external liquid cooling equipment can be prevented, thereby improving the replenishment effect.

[0025] In one embodiment of this application, the electric vehicle is configured to: send at least one of the following messages when the injection channel is connected to the outlet of the external liquid cooling device, the drain channel is connected to the return port of the external liquid cooling device, and the external cooling circuit is connected: a message indicating that the external liquid cooling device dissipates heat from the electric vehicle, a message indicating the required flow rate of coolant from the external liquid cooling device to the electric vehicle, and a message indicating the required temperature of coolant from the external liquid cooling device to the electric vehicle.

[0026] Based on the above design, by ensuring that the electric vehicle only sends a message requesting coolant from the external liquid cooling system after confirming that the external cooling circuit is connected, it can prevent situations where the external liquid cooling system has supplied coolant to the electric vehicle according to the message instruction, but the external cooling circuit in the electric vehicle has not been successfully connected. This, in turn, helps ensure the normal functioning of the electric vehicle in dissipating heat from the power battery using the coolant provided by the external liquid cooling system.

[0027] In one embodiment of this application, the electric vehicle is used to send at least one of the following messages when the injection channel is connected to the outlet of the external liquid cooling device and the external liquid replenishment channel is open: a message indicating that the external liquid cooling device replenishes the electric vehicle, and a message indicating the required capacity of the coolant of the external liquid cooling device.

[0028] Based on the above design, by enabling the electric vehicle to send a message requesting coolant from the external liquid cooling system after confirming that the external liquid cooling channel is open, it can prevent situations where the external liquid cooling system has supplied coolant to the electric vehicle according to the message instruction, but the external liquid cooling channel in the electric vehicle has not been successfully opened. This, in turn, helps ensure the normal replenishment of the coolant reservoir by the electric vehicle using the coolant supplied by the external liquid cooling system. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of a charging system provided in an embodiment of this application.

[0030] Figure 2 This is a schematic diagram of a charging system provided in an embodiment of this application.

[0031] Figure 3 This is an example provided in the embodiments of this application. Figure 2 The diagram shows the specific structure of the charging system.

[0032] Figure 4 This is a schematic diagram of another charging system provided in an embodiment of this application.

[0033] Figure 5 This is an example provided in the embodiments of this application. Figure 4 The diagram shows the specific structure of the charging system.

[0034] Figure 6 This is an example provided in the embodiments of this application. Figure 5 The diagram shows the heat dissipation principle of the power battery in an electric vehicle.

[0035] Figure 7 This is another example provided in the embodiments of this application. Figure 5 The diagram shows the heat dissipation principle of the power battery in an electric vehicle.

[0036] Figure 8 This is an example provided in the embodiments of this application. Figure 5 The diagram shows the principle of fluid replenishment in the reservoir of an electric vehicle.

[0037] Figure 9 This is a schematic diagram of another charging system provided in the embodiments of this application. Detailed Implementation

[0038] To facilitate understanding of the embodiments of this application, the following points will be explained before introducing the embodiments of this application.

[0039] In the description of the embodiments of this application, "connection" can refer to either an electrical connection or a pipeline connection used for the flow of coolant, refrigerant, etc. An electrical connection can be understood as the transmission of signals between two electrical components through direct or indirect electrical connections. For example, an electrical connection between A and B can be understood as a direct electrical connection between A and B, or as an indirect electrical connection between A and B through one or more other electrical components.

[0040] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, features defined as "first" or "second" may explicitly or implicitly include one or more features. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more, and "at least one" and "one or more" refer to one, two, or more than two.

[0041] In the description of the embodiments of this application, unless otherwise stated, "and / or" is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.

[0042] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0043] First, to facilitate understanding of the technical solutions provided in the embodiments of this application, we will introduce the application scenarios applicable to the embodiments of this application.

[0044] Figure 1 This is a schematic diagram of the structure of a charging system 10 provided in an embodiment of this application.

[0045] Combination Figure 1 In (a) and (b) of the embodiments, the charging system 10 includes a charging device 11 and an electric vehicle 12. The charging device 11 receives alternating current (AC) output from the power grid 20 and converts it into stable direct current (DC) before supplying it to the electric vehicle 12 to charge it. Alternatively, in some other embodiments, the electric vehicle 12 can also output electrical energy back to the power grid 20 via the charging device 11.

[0046] In some embodiments, such as Figure 1 As shown in (a), the charging device 11 is a split-type charging device. Specifically, the charging device 11 includes a charging host 111, one or more charging terminals 112, and one or more charging guns 113. The charging host 111 includes multiple charging modules (not shown in the figure), and the output terminals of the multiple charging modules are connected to the one or more charging terminals 112. Each charging terminal 112 is connected to at least one of the one or more charging guns 113, and each charging gun 113 is used to connect to an electric vehicle 12. Exemplarily, the same electric vehicle 12 can be connected to one charging gun 113, or the same electric vehicle 12 can be connected to multiple charging guns 113.

[0047] In practice, multiple charging modules are used to convert the AC power output from the grid 20 into stable DC power and then deliver it to the charging terminal 112. The charging terminal 112 delivers the received DC power to the electric vehicle 12 through the connected charging gun 113.

[0048] It should be understood that, in the embodiments of this application, the multiple charging modules include, for example, an alternating current-to-direct current (AC-DC) converter and a direct current-to-direct current (DC-DC) converter. The AC-DC converter converts the AC power from the power grid 20 into DC power and outputs it to the DC-DC converter. The DC-DC converter further converts the received DC power into a stable DC power that meets the charging requirements of the electric vehicle 12.

[0049] It should also be understood that, in the embodiments of this application, the charging terminal 112 includes a housing, a human-machine interface, a charging control unit, and a metering and billing unit, etc., for information interaction, energy transmission, and metering and billing with the electric vehicle 12.

[0050] For example, the charging gun 113 includes a charging cable and a charging head. One end of the charging cable is connected to the output terminals of multiple charging modules, and the other end of the charging cable is connected to the charging head, which is used to connect to the charging interface of the electric vehicle 12. Thus, the DC power output from the multiple charging modules is delivered to the electric vehicle 12 through the charging gun 113.

[0051] In this embodiment of the application, the electric vehicle 12 is a means of transportation driven by electric power. The electric vehicle 12 can be a pure electric vehicle (battery electric vehicle, pure EV / batteryEV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), or a plug-in hybrid electric vehicle (PHEV), etc.

[0052] In other embodiments, as shown in Figure (1)(b), the charging device 11 is an integrated charging device. Specifically, the human-machine interface, charging control unit, and metering and billing unit in the charging terminal 112 can be disposed together with multiple charging modules in the charging host 111, for example, disposed together in the casing of the charging host 111. Furthermore, the charging gun 113 is also directly connected to the charging host 111. In this way, the charging device 11 may only include the charging host 111 and one or more charging guns 113 connected to the charging host 111, without including the charging terminal 112.

[0053] As described in the background section above, as the charging equipment 11 continues to evolve into a supercharging charging equipment, the charging power output from multiple charging modules to the electric vehicle 12 via the charging gun 113 is continuously increasing, in order to achieve high-power fast charging of the electric vehicle 12's power battery, such as supercharging. However, with the continuous increase in charging power, the heat generated by the electric vehicle 12's power battery will increase significantly.

[0054] Although electric vehicles 12 generally come equipped with onboard thermal management systems to dissipate heat from the power battery, these systems not only need to provide cooling for the power battery but also for other components within the electric vehicle 12, such as the motor, passenger compartment, and air conditioning. Therefore, the cooling capacity provided by the onboard thermal management system for the power battery is quite limited. Relying solely on the onboard thermal management system for battery cooling is insufficient to meet the ever-increasing heat dissipation demands during high-power fast charging. This causes the power battery temperature to rise continuously during high-power fast charging, leading to a decrease in the efficiency and safety of the charging equipment 11 in charging the power battery, and affecting the normal fast charging operation of the electric vehicle 12.

[0055] Therefore, the heat dissipation of the power battery has become a key issue in achieving high-power fast charging for electric vehicles.

[0056] Based on the above, this application provides an electric vehicle comprising a power battery, a heat exchanger, a coolant reservoir, internal piping, a coolant injection channel, and a coolant drain channel. The power battery includes a liquid cooling channel. The coolant reservoir stores coolant and supplies coolant to the internal piping. The injection channel connects to the outlet of an external liquid cooling device, and the drain channel connects to the return port of the external liquid cooling device. The internal piping connects one of the internal cooling circuit, the external cooling circuit, and the external coolant replenishment channel. The internal cooling circuit delivers coolant from the liquid cooling channel to the heat exchanger and vice versa. The external cooling circuit delivers coolant from the external liquid cooling device to the liquid cooling channel via the injection channel and delivers coolant from the liquid cooling channel to the external liquid cooling device via the drain channel. The external coolant replenishment channel delivers coolant from the external liquid cooling device to the reservoir via the injection channel.

[0057] In the electric vehicle provided in this application embodiment, when the electric vehicle is not being fast-charged at high power, the coolant circulates between the liquid cooling channels and the internal heat exchange channels of the heat exchanger by connecting the in-vehicle cooling circuit in the vehicle's piping, thereby achieving heat dissipation of the power battery by the heat exchanger. When the electric vehicle is fast-charging at high power, the coolant supplied by the external liquid cooling equipment circulates between the external liquid cooling equipment and the liquid cooling channels by connecting the injection and drainage channels to the external liquid cooling device, thereby achieving heat dissipation of the power battery by the external liquid cooling device. This helps meet the heat dissipation requirements of the power battery during high-power fast charging, improves the efficiency and safety of the power battery during charging, and thus helps ensure the normal operation of high-power fast charging of the electric vehicle.

[0058] Furthermore, by connecting the injection channel to the external liquid cooling system and connecting the external replenishment channel in the vehicle's internal piping, coolant supplied by the external liquid cooling system can flow into the reservoir, thus enabling the external liquid cooling system to replenish the reservoir. This prevents insufficient coolant in the reservoir, ensuring proper replenishment of the internal piping, such as the internal cooling circuit. This, in turn, facilitates the heat exchanger's effective use of the coolant supplied from the reservoir to the internal cooling circuit for battery cooling.

[0059] This application embodiment also provides a charging pile, which can provide high-power fast charging for electric vehicles, and can also provide coolant for electric vehicles, so that the electric vehicles can use the received coolant to dissipate heat from the power battery, or use the received coolant to replenish the reservoir.

[0060] This application also provides a charging system, which includes the electric vehicle and charging pile described above. The charging system provided in this application embodiment will be described below with reference to the accompanying drawings.

[0061] Figure 2 This is a schematic diagram of the structure of a charging system 30 provided in an embodiment of this application. It should be noted that, for ease of understanding, Figure 2 In the diagram, dashed lines represent power transmission lines, while solid lines represent pipeline connections used for the flow of coolant, refrigerant, etc.

[0062] See Figure 2 The charging system 30 includes an electric vehicle 400 and a charging station 500. The electric vehicle 400 includes a power battery 410, which includes a battery pack 411. The charging station 500 includes a charging connector 511. The charging connector 511 is used to output electrical energy to the power battery 410 to charge the battery pack 411 within the power battery 410.

[0063] Specifically, such as Figure 2 As shown, the electric vehicle 400 also includes a charging interface 450. The positive DC+ and negative DC- sockets in the charging interface 450 are connected to the positive DC+ and negative DC- plugs in the charging connector 511, respectively. The positive DC+ and negative DC- sockets in the charging interface 450 are also connected to the positive and negative input terminals of the power battery 410. Furthermore, the charging pile 500 includes a charging device 510, which includes multiple charging modules 512 and a charging gun (not shown in the figure). The charging connector 511 is disposed in the charging gun, and the positive DC+ and negative DC- plugs in the charging connector 511 are connected to the positive and negative output terminals of the multiple charging modules. When the charging interface 450 is connected to the charging connector 511, the DC power output from the multiple charging modules 512 can be transmitted to the battery pack 411 in the power battery 410 through the charging connector 511 and the charging interface 450.

[0064] It should be understood that in the embodiments of this application, the number of battery packs 411 in the power battery 410 can be one or more, and multiple battery packs 411 can be connected in series and / or in parallel.

[0065] It should also be understood that, in the embodiments of this application, the charging device 510 may be Figure 1 The separate charging device shown in (a) can also be the integrated charging device shown in (1). For a detailed description of the charging device 510, please refer to [link to documentation]. Figure 1 The embodiments shown are not described in detail here.

[0066] Continue reading Figure 2The power battery 410 also includes a liquid cooling channel 412, which is used for thermally conductive contact with the battery pack 411. In this way, the coolant flowing in the liquid cooling channel 412 can exchange heat with the battery pack 411 to absorb the heat generated by the battery pack 411.

[0067] For example, the liquid cooling channel 412 can be a liquid cooling plate with a coolant flow channel, or an immersion heat exchanger. It should be understood that the specific structure of the liquid cooling channel 412 described above is only illustrative. In the embodiments of this application, it is sufficient as long as the liquid cooling channel 412 can circulate coolant and achieve heat exchange with the battery pack 411.

[0068] Continue reading Figure 2 The electric vehicle 400 also includes a heat exchanger 420, a coolant reservoir 430, internal piping M, a coolant injection channel 441, and a coolant drain channel 442. The coolant reservoir 430 stores coolant and supplies coolant to the internal piping M. The coolant injection channel 441 connects to the outlet of an external liquid cooling system, and the coolant drain channel 442 connects to the inlet of the external liquid cooling system.

[0069] In addition, the in-vehicle piping M is used to selectively connect one of the in-vehicle cooling circuit M1, the external cooling circuit M2, and the external replenishment channel M3. Specifically, the in-vehicle cooling circuit M1 is used to deliver coolant flowing from the liquid cooling channel 412 to the heat exchanger 420 and vice versa. The external cooling circuit M2 is used to deliver coolant supplied by the external liquid cooling equipment to the liquid cooling channel 412 through the injection channel 441, and to deliver coolant flowing from the liquid cooling channel 412 to the external liquid cooling equipment through the drain channel 442. The external replenishment channel M3 is used to deliver coolant supplied by the external liquid cooling equipment to the reservoir 430 through the injection channel 441.

[0070] It should be understood that, in the embodiments of this application, the in-vehicle pipeline M may include an in-vehicle cooling circuit M1, an external cooling circuit M2, and an external fluid replenishment channel M3.

[0071] For the in-vehicle cooling circuit M1, it may include a pipe connecting the liquid inlet 4121 of the liquid cooling channel and the liquid outlet of the heat exchanger 420, and a pipe connecting the liquid outlet 4122 of the liquid cooling channel and the liquid inlet of the heat exchanger 420. Thus, when the in-vehicle cooling circuit M1 is open, the liquid cooling channel 412 and the heat exchanger 420 are connected, allowing the coolant to circulate between them. Therefore, after absorbing heat generated by the battery pack 411 in the liquid cooling channel 412, the coolant can flow into the heat exchanger 420 for cooling. The cooled coolant can then flow back into the liquid cooling channel 412, thereby achieving heat dissipation from the power battery 410 by the heat exchanger 420.

[0072] In one example, the heat exchanger 420 may include a first heat exchange channel 421 and a second heat exchange channel 421. The outlet 4211 of the first heat exchange channel is connected to the inlet 4121 of the liquid cooling channel, and the inlet 4212 of the first heat exchange channel is connected to the outlet 4122 of the liquid cooling channel. That is, the in-vehicle cooling circuit M1 includes a pipe connecting the inlet 4121 of the liquid cooling channel and the outlet 4211 of the first heat exchange channel, and a pipe connecting the outlet 4122 of the liquid cooling channel and the inlet 4212 of the first heat exchange channel. Furthermore, the second heat exchange channel 422 is used to exchange heat with the first heat exchange channel 421, thereby cooling the coolant in the first heat exchange channel 421.

[0073] The specific description of how the second heat exchange channel 422 cools the coolant in the first heat exchange channel 421 will be introduced below, and will not be repeated here.

[0074] It should be understood that, in practice, the coolant flowing in the vehicle cooling circuit M1 between the liquid cooling channel 412 and the first heat exchange channel 421 can be, for example, water or antifreeze of different specifications, such as -35°C antifreeze (i.e., a 50% concentration ethylene glycol solution).

[0075] For the external cooling circuit M2, the external cooling circuit M2 may include a pipe connecting the liquid inlet 4121 and the liquid injection channel 441 of the liquid cooling channel, and a pipe connecting the liquid outlet 4122 and the liquid drain channel 442 of the liquid cooling channel. In this way, when the liquid injection channel 441 and the liquid drain channel 442 are connected to the external liquid cooling equipment, and the external cooling circuit M2 is conductive, the coolant provided by the external liquid cooling equipment can circulate between the external liquid cooling equipment and the liquid cooling channel 412.

[0076] For example, such as Figure 2 As shown, the charging pile 500 also includes a thermal management system 520. An injection channel 441 connects to the outlet of the thermal management system 520, and a drain channel 442 connects to the return port of the thermal management system 520. Thus, when the injection channel 441 and drain channel 442 are connected to the thermal management system 520, and the external cooling circuit M2 is conductive, the coolant output from the outlet of the thermal management system 520 can flow into the liquid cooling channel 412 through the injection channel 441 to absorb the heat generated by the battery pack 411. The coolant, after absorbing heat, can flow out from the liquid cooling channel 412 and return to the thermal management system 520 through the drain channel 442 and the return port of the thermal management system 520. This achieves heat dissipation for the power battery 410 by the thermal management system 520.

[0077] For example, the coolant in the thermal management system 520 and the coolant in the electric vehicle 400 are of the same type, such as -35°C antifreeze. This helps reduce the risk of coolant deterioration and coolant line blockage caused by the different types of coolant in the thermal management system 520 and the electric vehicle 400.

[0078] In some embodiments, the charging pile 500 may further include an outlet head 531 and an inlet head 532. The outlet head 531 is connected to the injection channel 441 and also to the outlet of the thermal management system 520. The inlet head 532 is connected to the drain channel 442 and also to the return port of the thermal management system 520. Thus, with the outlet head 531 and inlet head 532 correspondingly connected to the injection channel 441 and drain channel 442, the thermal management system 520 can communicate with the liquid cooling channel 412 through the outlet head 531 and inlet head 532.

[0079] In practical implementation, the liquid outlet 531 and the liquid inlet 532 can be located together with the charging connector 511 in the charging gun. Alternatively, the charging station 500 may also include a liquid cooling gun, in which both the liquid outlet 531 and the liquid inlet 532 are located.

[0080] For the external coolant supply channel M3, the external coolant supply channel M3 may include a channel for supplying coolant from the injection channel 441 to the reservoir 430. For example, as Figure 2 As shown, when the outlet 4211 of the first heat exchange channel of the heat exchanger 420 is connected to the inlet 4121 of the liquid cooling channel through the liquid storage tank 430, the injection channel 441 can be connected to the inlet 431 of the liquid storage tank through the liquid cooling channel 412 to form an external liquid replenishment channel M3.

[0081] Specifically, the inlet 431 of the reservoir is connected to the outlet 4211 of the first heat exchange channel of the heat exchanger 420, and the outlet 432 of the reservoir is connected to the inlet 4121 of the liquid cooling channel. This connects the reservoir 430 in series with the in-vehicle cooling circuit M1 between the liquid cooling channel 412 and the heat exchanger 420, allowing the reservoir 430 to function as both the supply and return water tanks for the in-vehicle cooling circuit M1. Thus, when the in-vehicle cooling circuit M1 is open, the coolant stored in the reservoir 430 can circulate between the reservoir 430, the liquid cooling channel 412, and the first heat exchange channel 421 through the outlet 432 and the inlet 431, enabling the heat exchanger 420 to dissipate heat from the power battery 410 using the coolant provided by the reservoir 430.

[0082] Furthermore, the external fluid replenishment channel M3 may include a pipe connecting the inlet 4121 of the injection channel 441 and the liquid cooling channel, the outlet 4122 of the liquid cooling channel and the inlet 4212 of the first heat exchange channel of the heat exchanger 420, and a pipe connecting the outlet 4211 of the first heat exchange channel and the inlet 431 of the storage tank. That is, some pipes in the in-vehicle cooling circuit M1 and the external cooling circuit M2 can also jointly serve as the external fluid replenishment channel M3.

[0083] Thus, as Figure 2 As shown, when the injection channel 441 is connected to the external liquid cooling equipment, such as the thermal management system 520, and the external liquid replenishment channel M3 is open, the coolant output by the thermal management system 520 can flow into the liquid storage tank 430 through the injection channel 441, the liquid cooling flow channel 412, the first heat exchange channel 421 and the liquid inlet 431 of the liquid storage tank, thereby realizing the replenishment of the liquid storage tank 430.

[0084] Based on the above analysis, in specific implementation, the electric vehicle 400 can meet the heat dissipation requirements of the power battery 410 or the replenishment requirements of the reservoir 430 by connecting one of the in-vehicle cooling circuit M1, the external cooling circuit M2 and the external liquid replenishment channel M3 in the in-vehicle pipeline M.

[0085] For example, in one instance, when the electric vehicle 400 is not being fast-charged at high power, such as during normal operation of the electric vehicle 400, or during charging at a lower power, the power battery 410 generates less heat. In this case, the electric vehicle 400 can control the in-vehicle cooling circuit M1 in the in-vehicle piping M to be activated, so as to use the heat exchanger 420 to dissipate heat from the power battery 410.

[0086] In another example, when the fluid injection channel 441 and drain channel 442 of the electric vehicle 400 are connected to external cooling equipment, such as the thermal management system 520, and the electric vehicle 400 is charging at high power, the power battery 410 generates a significant amount of heat. In this case, the electric vehicle 400 can control the external cooling circuit M2 in the internal piping M to be activated, utilizing the coolant provided by the thermal management system 520 to dissipate heat from the power battery 410. This helps meet the heat dissipation requirements of the power battery 410 during high-power fast charging, improving the efficiency and safety of the power battery 410 during charging, thereby ensuring the normal operation of high-power fast charging of the electric vehicle 400.

[0087] It should be understood that while some solutions address the heat dissipation requirements of the power battery 410 during high-power fast charging by enhancing the cooling capacity of the electric vehicle 400's built-in thermal management system and increasing its cooling capacity, this necessitates modifications to the entire vehicle's cooling system. This results in increased vehicle weight and size, as well as increased energy consumption. Furthermore, when the electric vehicle 400 is undergoing low-power fast charging, the modified portion of the cooling system remains idle, leading to low system utilization.

[0088] Therefore, in this embodiment of the application, the power battery 410 under high-power fast charging is cooled by an external liquid cooling device, for example, by the thermal management system 520 in the charging pile 500. This not only meets the heat dissipation requirements of the power battery 410 under high-power fast charging, but also reduces the extent of modification to the vehicle cooling system, thereby avoiding excessive increase in the weight and volume of the vehicle and facilitating cost optimization of the electric vehicle 400.

[0089] In another example, when the liquid filling channel 441 of the electric vehicle 400 is connected to an external liquid cooling device, such as the thermal management system 520, and the liquid reservoir 430 needs to be replenished, the electric vehicle 400 can control the external liquid replenishment channel M3 in the internal pipeline M to be opened so as to replenish the liquid reservoir 430 with the coolant provided by the thermal management system 520.

[0090] This prevents insufficient coolant in the reservoir 430, ensuring proper replenishment of the vehicle's internal piping M. For example, it ensures the reservoir 430 replenishes the internal cooling circuit M1, thus facilitating the heat exchanger 420's use of the coolant from the reservoir 430 to the internal cooling circuit M1 for cooling the power battery 410. Furthermore, in this technical solution, since a portion of the piping in both the internal cooling circuit M1 and the external cooling circuit M2 serves as the external replenishment channel M3, the reservoir 430 can directly receive coolant flowing from the injection channel 441 via its inlet 431 connected to the internal cooling circuit M1. This allows for replenishment of the reservoir 430 by external liquid cooling equipment without requiring a separate replenishment port connected to the injection channel 441, thereby reducing the structural complexity of the reservoir 430 and the piping complexity of the external replenishment channel M3.

[0091] It should be understood that in practical applications, as the heat exchanger 420 continues to dissipate heat for the power battery 410, the coolant output from the outlet 432 of the reservoir to the vehicle cooling circuit M1 will be continuously consumed, resulting in a gradual decrease in the coolant in the reservoir 430.

[0092] Furthermore, when the electric vehicle 400 needs to undergo high-power fast charging via the charging station 500, the liquid cooling channel 412 switches from being connected to the heat exchanger 420 to being connected to the injection channel 441 and the drain channel 442. During this switching process, the coolant output from the reservoir 430 to the in-vehicle cooling circuit M1 may flow through the liquid cooling channel 412 to the external cooling circuit M2, and further flow into the thermal management system 520 through the drain channel 442. When the electric vehicle 400 finishes charging, the connection between the injection channel 441 and the drain channel 442 of the electric vehicle 400 and the thermal management system 520 needs to be disconnected. This may result in the coolant flowing into the thermal management system 520 not flowing back to the electric vehicle 400. Moreover, during the disconnection process between the injection channel 441 and the drain channel 442 and the thermal management system 520, the coolant flowing from the reservoir 430 to the external cooling circuit M2 may leak from the injection channel 441 or the drain channel 442.

[0093] Thus, with the long-term operation and repeated charging of the electric vehicle 400, the coolant in the reservoir 430 will continuously decrease. Therefore, to ensure the stable operation of the reservoir 430, it is necessary to replenish the coolant periodically. However, currently, replenishing the reservoir 430 requires going to a designated location, such as an auto service dealership. This means that users need to periodically check if the coolant in the reservoir 430 is low and drive the electric vehicle 400 to a designated location for replenishment when it is low. This process of replenishing the reservoir 430 is rather cumbersome and affects the user experience.

[0094] Therefore, in this embodiment of the application, the charging pile 500 can simultaneously meet the charging and fluid replenishment needs of the electric vehicle 400, which can reduce the need for the fluid tank 430 to be replenished at a designated location, thereby simplifying the fluid replenishment process of the fluid tank 430 and improving the user experience.

[0095] The charging system 30 provided in the embodiments of this application has been described above. The structure of the electric vehicle 400 and the charging pile 500 in the charging system 30 will be further described in detail below with reference to the accompanying drawings.

[0096] Figure 3 This is an example provided in the embodiments of this application. Figure 2 The diagram shows the specific structure of the charging system 30.

[0097] See Figure 3 In some embodiments, the electric vehicle 400 further includes a compressor 461, a heat exchanger 462, and an expansion valve 463. The compressor 461, heat exchanger 462, expansion valve 463, and the second heat exchange channel 422 of the heat exchanger 420 are connected in sequence.

[0098] It should be understood that, in practice, the compressor 461, heat exchanger 462, expansion valve 463, and the second heat exchange channel 422 of heat exchanger 420 can be connected via refrigerant piping. Here, refrigerant piping refers to piping used for the flow of refrigerant, which can be, for example, Freon or a liquid cooling compound.

[0099] Based on the above design, with the vehicle cooling circuit M1 activated, the coolant output from the reservoir 430 circulates between the reservoir 430, the liquid cooling channel 412, and the first heat exchange channel 421 of the heat exchanger 420. When the coolant flows through the liquid cooling channel 412, it can absorb heat from the battery pack 411, and then the coolant carrying heat flows into the first heat exchange channel 421. Simultaneously, the refrigerant circulates along the compressor 461, the heat exchanger 462, the expansion valve 463, and the second heat exchange channel 422 of the first heat exchanger 420 to cool the coolant flowing in the first heat exchange channel 421. The cooled coolant can then flow back into the liquid cooling channel 412. This achieves heat dissipation for the power battery 410 by the heat exchanger 420.

[0100] Furthermore, in practical applications, the cooled coolant in the first heat exchange channel 421 can be pre-flowed into the storage tank 430 for storage, thus using the storage tank 430 as the cold water tank for the vehicle's cooling circuit M1. In this way, when the power battery 410 needs heat dissipation, the coolant stored in the storage tank 430 can quickly flow into the liquid cooling channel 412, thereby improving the heat exchanger 420's heat dissipation efficiency for the power battery 410.

[0101] For example, heat exchanger 420 is an evaporator and heat exchanger 462 is a condenser.

[0102] Continue reading Figure 3 In some embodiments, in order to enable the electric vehicle 400 to control the conduction of one of the in-vehicle cooling circuit M1 and the external cooling circuit M2 in the in-vehicle pipeline M, the electric vehicle 400 also includes two three-way valves, namely three-way valve 470 and three-way valve 480.

[0103] Specifically, in the three-way valve 470, the first valve port 471 and the second valve port 472 are used to transport the coolant received from the external liquid cooling equipment in the injection channel 441 to the inlet 4121 of the liquid cooling channel; in the three-way valve 480, the first valve port 481 and the second valve port 482 are used to transport the coolant flowing out of the outlet 4122 of the liquid cooling channel to the drain channel 442. Alternatively, in the three-way valve 470, the third valve port 473 and the second valve port 472 are used to transport the coolant flowing out of the outlet 4211 of the first heat exchange channel to the inlet 4121 of the liquid cooling channel; in the three-way valve 480, the first valve port 481 and the third valve port 483 are used to transport the coolant flowing out of the outlet 4122 of the liquid cooling channel to the inlet 4212 of the first heat exchange channel.

[0104] Specifically, for the three-way valve 470, the first valve port 471 is connected to the liquid injection channel 441, the second valve port 472 is connected to the liquid inlet 4121 of the liquid cooling channel, and the third valve port 473 is connected to the liquid outlet 4211 of the first heat exchange channel. For the three-way valve 480, the first valve port 481 is connected to the liquid outlet 4122 of the liquid cooling channel, the second valve port 482 is connected to the liquid drain channel 442, and the third valve port 483 is connected to the liquid inlet 4212 of the first heat exchange channel.

[0105] Based on the above design, the electric vehicle 400 can switch the flow path of the coolant in the liquid cooling channel 412 by adjusting the on / off state between different valve ports of each of the three-way valves in the three-way valves 470 and 480. This allows it to connect the in-vehicle cooling circuit M1 between the liquid cooling channel 412 and the heat exchanger 420, or the external cooling circuit M2 between the liquid cooling channel 412 and the injection channel 441 and the drainage channel 442. For example, the electric vehicle 400 can connect the external cooling circuit M2 by connecting the channels between the first valve port 471 and the second valve port 472 of the three-way valve in the three-way valve 470 and the channels between the first valve port 481 and the second valve port 482 of the three-way valve in the three-way valve 480. Alternatively, the electric vehicle 400 can connect the in-vehicle cooling circuit M1 by opening the passage between the third valve port 473 and the second valve port 472 of the three-way valve 470, and the passage between the first valve port 481 and the third valve port 483 of the three-way valve 480. This allows the electric vehicle 400 to utilize either the in-vehicle cooling circuit M1 or the external cooling circuit M2 to dissipate heat from the power battery 410, thereby better meeting the heat dissipation requirements of the power battery 410 in different application scenarios.

[0106] Continue reading Figure 3In some embodiments, when the outlet 4211 of the first heat exchange channel of the heat exchanger 420 is connected to the inlet 4121 of the liquid cooling channel via the storage tank 430, the third port 473 of the three-way valve in the three-way valve 470 can receive the coolant flowing out from the outlet 4211 of the first heat exchange channel of the heat exchanger 420 through the storage tank 430. That is, the third port 473 of the three-way valve is connected to the outlet 4211 of the first heat exchange channel via the storage tank 430. Specifically, the outlet 432 of the storage tank is connected to the third port 473 of the three-way valve in the three-way valve 470, and the inlet 431 of the storage tank is connected to the outlet 4211 of the first heat exchange channel. Furthermore, the liquid injection channel 441 is connected to the liquid inlet 4212 of the liquid storage tank via a three-way valve 470, a liquid cooling channel 412, a three-way valve 480, and the first heat exchange channel 421 of the heat exchanger 420 to form an external liquid replenishment channel M3.

[0107] Based on the above design, the electric vehicle 400 can switch the flow path of coolant in the liquid cooling channel 412 and adjust the on / off state of the external fluid replenishment channel between the inlet 431 and the injection channel 441 of the reservoir by adjusting the on / off state between different valve ports of each three-way valve in the three-way valves 470 and 480. For example, the electric vehicle 400 can open the external fluid replenishment channel M3 by opening the channel between the first valve port 471 and the second valve port 472 of the three-way valve in the three-way valve 470 and the channel between the first valve port 481 and the third valve port 483 of the three-way valve in the three-way valve 480. Therefore, the electric vehicle 400 does not need to use a separate valve to adjust the on / off state of the external fluid replenishment channel M3, thereby reducing the number of valves used in the electric vehicle 400 and facilitating cost optimization.

[0108] Continue reading Figure 3 In some embodiments, the electric vehicle 400 also includes a water pump 490. The water pump 490 is connected between the liquid cooling channel 412 and the first heat exchange channel 421 of the heat exchanger 420. For example, the water pump 490 can be connected between the liquid inlet 4121 of the liquid cooling channel and the liquid outlet 4211 of the first heat exchange channel, or the water pump 490 can be connected between the liquid outlet 4122 of the liquid cooling channel and the liquid inlet 4212 of the first heat exchange channel.

[0109] Based on the above design, the coolant output from the reservoir 430 can be driven by the water pump 490 to circulate in the vehicle cooling circuit M1 between the liquid cooling channel 412 and the first heat exchange channel 421, thereby realizing the heat exchanger 420 to dissipate heat from the power battery 410.

[0110] In one example, such as Figure 3As shown, the water pump 490 is connected between the third valve port 473 of the three-way valve in the three-way valve 470 and the liquid outlet 4211 of the first heat exchange channel. Alternatively, the water pump 490 can also be connected between the third valve port 483 of the three-way valve in the three-way valve 480 and the liquid inlet 4212 of the first heat exchange channel.

[0111] In the case where the coolant provided by the external liquid cooling equipment is delivered to the storage tank 430 through the injection channel 441 in the external liquid replenishment channel M3, or when the coolant provided by the external liquid cooling equipment is delivered to the liquid cooling channel 412 through the external cooling circuit M2 and the coolant flowing out of the liquid cooling channel 412 is delivered to the external liquid cooling equipment through the drain channel 442, the electric vehicle 400 is used to control the water pump 490 to stop working.

[0112] It should be understood that when the fluid injection channel 441 and fluid drain channel 442 of the electric vehicle 400 are not connected to the external liquid cooling equipment, the water pump 490 is in operation because the electric vehicle 400 can only dissipate heat from the power battery 410 through the heat exchanger 420. However, when the fluid injection channel 441 is connected to the external liquid cooling equipment and the external fluid replenishment channel M3 is operational, or when the fluid injection channel 441 and fluid drain channel 442 are connected to the external liquid cooling equipment and the external cooling circuit M2 is operational, the coolant does not need to circulate in the internal cooling circuit M1. Therefore, the electric vehicle 400 can control the water pump 490 to stop working, which helps to reduce the energy consumption of the electric vehicle 400.

[0113] Figure 4 This is a schematic diagram of another charging system 30 provided in an embodiment of this application. It should be noted that, for ease of understanding, Figure 4 In the diagram, dashed lines represent power transmission lines, while solid lines represent pipeline connections used for the flow of coolant, refrigerant, etc.

[0114] and Figure 2 and Figure 3 The liquid outlet 4211 of the first heat exchange channel of the heat exchanger 420 shown is different from the liquid inlet 4121 of the liquid cooling channel, which is connected to the liquid storage tank 430. Figure 4 In the electric vehicle 400 shown, the outlet 4122 of the liquid cooling channel of the electric vehicle 400 is connected to the inlet 4212 of the first heat exchange channel of the heat exchanger 420 through the liquid storage tank 430, and the injection channel 441 is connected to the inlet 431 of the liquid storage tank through the liquid cooling channel 412 to form an external liquid replenishment channel M3.

[0115] Specifically, the inlet 431 of the liquid storage tank is connected to the outlet 4122 of the liquid cooling channel, and the outlet 432 of the liquid storage tank is connected to the inlet 4212 of the first heat exchange channel of the heat exchanger 420. This connects the liquid storage tank 430 in series with the in-vehicle cooling circuit M1 between the liquid cooling channel 412 and the heat exchanger 420, so that the liquid storage tank 430 serves as both the supply and return water tank for the in-vehicle cooling circuit M1. For a more detailed description, please refer to [link to relevant documentation]. Figure 2 The relevant descriptions of the embodiments shown will not be repeated here.

[0116] Furthermore, the external fluid replenishment channel M3 may include a pipe connecting the inlet 4121 of the injection channel 441 and the liquid cooling channel, and the outlet 4122 of the liquid cooling channel and the inlet 431 of the reservoir. That is, some pipes in the in-vehicle cooling circuit M1 and the external cooling circuit M2 can also serve as the external fluid replenishment channel M3.

[0117] Thus, as Figure 4 As shown, when the injection channel 441 is connected to the external liquid cooling equipment, such as the thermal management system 520, and the external liquid replenishment channel M3 is open, the coolant output by the thermal management system 520 can flow into the liquid storage tank 430 through the injection channel 441, the liquid cooling flow channel 412 and the liquid inlet 431 of the liquid storage tank, thereby realizing the replenishment of the liquid storage tank 430.

[0118] Based on the above design, when the coolant tank 430 needs replenishment, the electric vehicle can replenish it using the coolant provided by the thermal management system 520 by controlling the opening of the external coolant replenishment channel M3 in the in-vehicle pipeline M. Furthermore, in this technical solution, the coolant tank 430 can directly receive the coolant flowing from the injection channel 441 through the coolant inlet 431 connected to the in-vehicle cooling circuit M1. This allows for replenishment of the coolant tank 430 by external liquid cooling equipment without requiring a separate replenishment port connected to the injection channel 441, thereby reducing the structural complexity of the coolant tank 430 and the pipeline complexity of the external coolant replenishment channel M3.

[0119] Figure 5 This is an example provided in the embodiments of this application. Figure 4 The diagram shows the specific structure of the charging system 30.

[0120] and Figure 3 The same as the illustrated embodiments is that, in Figure 5 In the illustrated embodiment, to enable the electric vehicle 400 to control the conduction of either the in-vehicle cooling circuit M1 or the external cooling circuit M2 in the in-vehicle piping M, the electric vehicle 400 further includes a three-way valve 470 and a three-way valve 480. For details regarding the specific connection methods of the three-way valves 470 and 480, please refer to [link to relevant documentation]. Figure 3The relevant descriptions of the embodiments shown will not be repeated here.

[0121] and Figure 3 The third valve port 473 of the three-way valve 470 shown is connected to the outlet 4211 of the first heat exchange channel via the liquid storage tank 430, which is different. Figure 5 In the embodiment shown, when the outlet 4122 of the liquid cooling channel is connected to the inlet 4212 of the first heat exchange channel of the heat exchanger 420 through the storage tank 430, the coolant flowing out from the third valve port 483 of the three-way valve 480 is transported to the inlet 4212 of the first heat exchange channel of the heat exchanger 420 through the storage tank 430. That is, the third valve port 483 of the three-way valve is connected to the inlet 4212 of the first heat exchange channel through the storage tank 430.

[0122] The liquid inlet 431 of the liquid storage tank is connected to the third valve port 483 of the three-way valve 480, and the liquid outlet 432 of the liquid storage tank is connected to the liquid inlet 4212 of the first heat exchange channel. Furthermore, the liquid injection channel 441 is connected to the liquid inlet 4212 of the liquid storage tank via the three-way valve 470, the liquid cooling channel 412, and the three-way valve 480 to form an external liquid replenishment channel M3.

[0123] Based on the above design, the electric vehicle 400 can switch the flow path of coolant in the liquid cooling channel 412 and adjust the on / off state of the external fluid replenishment channel between the inlet 431 and the injection channel 441 of the reservoir by adjusting the on / off state between different valve ports of each three-way valve in the three-way valves 470 and 480. For example, the electric vehicle 400 can open the external fluid replenishment channel M3 by opening the channel between the first valve port 471 and the second valve port 472 of the three-way valve in the three-way valve 470 and the channel between the first valve port 481 and the third valve port 483 of the three-way valve in the three-way valve 480. Therefore, the electric vehicle 400 does not need to use a separate valve to adjust the on / off state of the external fluid replenishment channel M3, thereby reducing the number of valves used in the electric vehicle 400 and facilitating cost optimization.

[0124] It should be understood that the above Figure 4 and Figure 5 For details regarding the electric vehicle 400 shown, please refer to [link / reference]. Figure 2 and Figure 3 The relevant descriptions of the embodiments shown will not be repeated here.

[0125] The above describes the relevant structures in the electric vehicle 400. The following section, with reference to the accompanying drawings, describes the relevant structures involved in the thermal management system 520 of the charging pile 500 mentioned above.

[0126] Combination Figure 2 to Figure 5In some embodiments, the thermal management system 520 includes a compressor 521, a heat exchanger 522, an expansion valve 523, a heat exchanger 524, and a liquid storage tank 525.

[0127] The compressor 521, heat exchanger 524, expansion valve 523, and heat exchanger 522 are connected in sequence. The heat exchanger 522 includes a coolant passage 5221 and a refrigerant passage 5222. The refrigerant passage 5222 is used for heat exchange with the coolant passage 5221, and the refrigerant passage 5222 is connected between the compressor 521 and the expansion valve 523.

[0128] Furthermore, the inlet of the coolant passage 5221 serves as the return port of the thermal management system 520 and is connected to the inlet head 532. The outlet of the coolant passage 5221 is connected to the outlet head 531 via the reservoir 525. Specifically, the inlet 5251 of the reservoir is connected to the outlet of the coolant passage 5221, and the outlet 5252 of the reservoir serves as the outlet of the thermal management system 520 and is connected to the outlet head 531.

[0129] Based on the above design, the refrigerant circuit formed by the compressor 521, heat exchanger 524, expansion valve 523, and heat exchanger 522 can cool the coolant in the coolant passage 5221, and the cooled coolant in the coolant passage 5221 can flow into the reservoir 525 for storage in advance. Furthermore, when the power battery 410 of the electric vehicle 400 needs heat dissipation, the coolant stored in the reservoir 525 can quickly flow into the liquid cooling channel 412 through the outlet 531 and the filling channel 441, thereby improving the heat dissipation efficiency of the thermal management system 520 for the power battery 410. In addition, pre-storing coolant in the reservoir 525 also helps ensure that the thermal management system 520 has sufficient coolant to replenish the reservoir 430 of the electric vehicle 400.

[0130] The above describes the specific structure of the electric vehicle 400 and the charging pile 500 in the charging system 30. The following will describe... Figure 5 Taking the charging system 30 shown as an example, the process by which the electric vehicle 400 mentioned above adjusts the on / off state between different valve ports in the three-way valve 470 and the three-way valve 480 to dissipate heat from the power battery 410 using the in-vehicle cooling circuit M1 or the external cooling circuit M2 will be illustrated by way of example.

[0131] Figure 6 This is an example provided in the embodiments of this application. Figure 5 The diagram shows the heat dissipation principle of the power battery 410 of the electric vehicle 400.

[0132] See Figure 6In some embodiments, when the liquid injection channel 441 and liquid drainage channel 442 of the electric vehicle 400 are not connected to the external liquid cooling equipment, for example when the liquid injection channel 441 and liquid drainage channel 442 are not connected to the liquid outlet 531 and liquid inlet 532 of the charging pile 500, for example when the electric vehicle 400 is in normal driving, the in-vehicle pipeline M is used to connect the in-vehicle cooling circuit M1.

[0133] Specifically, the electric vehicle 400 can control the passage between the second valve port 472 and the third valve port 473 of the three-way valve 470 to be open, and the passage between the second valve port 472 and the first valve port 471 of the three-way valve to be closed. It can also control the passage between the first valve port 481 and the third valve port 483 of the three-way valve 480 to be open, and the passage between the first valve port 481 and the second valve port 482 of the three-way valve to be closed, thereby opening the vehicle cooling circuit M1.

[0134] Based on the above design, the coolant can circulate between the liquid cooling channel 412 and the first heat exchange channel 421 of the heat exchanger 420 through the vehicle cooling circuit M1, thereby realizing the heat exchanger 420 to dissipate heat from the battery pack 411.

[0135] When the heat exchanger 420 dissipates heat from the power battery 410, the flow direction of the coolant and refrigerant in the electric vehicle 400 is as follows: Figure 6 As shown by the thick arrow in the image.

[0136] Figure 7 This is another example provided in the embodiments of this application. Figure 5 The diagram shows the heat dissipation principle of the battery pack 411 of the electric vehicle 400.

[0137] See Figure 7 In some embodiments, the liquid injection channel 441 is connected to the liquid outlet of the external liquid cooling device, and the liquid draining channel 442 is connected to the liquid return port of the external liquid cooling device. For example, the liquid injection channel 441 and the liquid draining channel 442 are connected to the liquid outlet head 531 and the liquid inlet head 532 of the charging pile 500 respectively. Before the power battery 410 starts charging, the in-vehicle pipeline M is used to connect the external cooling circuit M2.

[0138] Specifically, before the power battery 410 of the electric vehicle 400 is charged through the charging pile 500, the electric vehicle 400 can, after confirming that the injection channel 441 and the drain channel 442 are connected to the outlet head 531 and the inlet head 532 respectively, control the passage between the second valve port 472 and the first valve port 471 of the three-way valve 470 to be open, and the passage between the second valve port 472 and the third valve port 473 of the three-way valve to be closed. It also controls the passage between the first valve port 481 and the second valve port 482 of the three-way valve 480 to be open, and the passage between the first valve port 481 and the third valve port 483 of the three-way valve to be closed, thereby opening the external cooling circuit M2.

[0139] Based on the above design, when the power battery 410 begins high-power fast charging through the charging pile 500, the coolant provided by the thermal management system 520 can circulate between the thermal management system 520 and the liquid cooling channel 412 through the external cooling circuit M2, thereby achieving heat dissipation of the power battery 410 by the thermal management system 520. This, in turn, helps meet the heat dissipation requirements of the power battery 410 during high-power fast charging, thus improving the efficiency and safety of the charging pile 500 in charging the electric vehicle 400.

[0140] In specific implementations, in some embodiments, the electric vehicle 400 is used to send a heat dissipation request message when the injection channel 441 is connected to the outlet of the external liquid cooling device, the drain channel 442 is connected to the return port of the external liquid cooling device, and the external cooling circuit M2 is connected. The heat dissipation request message includes at least one of the following: a message instructing the external liquid cooling device to dissipate heat from the electric vehicle 400; a message instructing the electric vehicle 400 to request a specific flow rate of coolant from the external liquid cooling device; and a message instructing the electric vehicle 400 to request a specific temperature of coolant from the external liquid cooling device.

[0141] It should be understood that, in the embodiments of this application, the required flow rate of coolant refers to the volume of coolant supplied to the electric vehicle 400 by the external liquid cooling equipment per unit time.

[0142] For example, when the injection channel 441 and the drainage channel 442 are connected to the thermal management system 520, the electric vehicle 400 can send a heat dissipation request message to the charging pile 400 when the external cooling circuit M2 is turned on.

[0143] Specifically, when the electric vehicle 400 confirms that the channel between the second valve port 472 and the first valve port 471 of the three-way valve 470 is open and the channel between the second valve port 472 and the third valve port 473 of the three-way valve is closed, and the channel between the first valve port 481 and the second valve port 482 of the three-way valve 480 is open and the channel between the first valve port 481 and the third valve port 483 of the three-way valve is closed, the electric vehicle 400 sends the aforementioned heat dissipation request message to the charging pile 500.

[0144] For example, the entity executing the message transmission from the electric vehicle 400 to the charging pile 500 can be the battery management system (BMS) within the electric vehicle 400. Furthermore, the three-way valves 470 and 480 can be functionally connected to the battery management system via a controller area network (CAN), allowing them to feed back the on / off status of their respective valve ports to the battery management system. Upon receiving this feedback, the battery management system then sends a heat dissipation request message to the charging pile 500.

[0145] It should be understood that, in this embodiment, the electric vehicle 400 can directly send a heat dissipation request message to the charging device 510 in the charging pile 500, and the charging device 510 can control the thermal management system 520 to execute the content indicated by the heat dissipation request message. Alternatively, when the thermal management system 520 is located in a liquid cooling device, the electric vehicle 400 can directly send the heat dissipation request message to the controller in the liquid cooling device, and the controller in the liquid cooling device can control the thermal management system 520 to execute the content indicated by the heat dissipation request message. Alternatively, the electric vehicle 400 can first send the heat dissipation request message to the charging device 510, and then the charging device 510 forwards it to the controller in the liquid cooling device.

[0146] Correspondingly, after receiving a heat dissipation request message from the electric vehicle 400, the charging pile 500 can control the thermal management system 520 to supply coolant to the electric vehicle 400 through the outlet 531 and receive the coolant output from the electric vehicle 400 through the inlet 532 to cool the received coolant. This, in turn, enables the thermal management system 520 to dissipate heat from the power battery 410.

[0147] In practical implementation, the thermal management system 520 can provide the electric vehicle 400 with the required flow rate and / or required temperature of coolant according to the required flow rate and / or required temperature of coolant indicated in the heat dissipation request message, so as to better meet the heat dissipation requirements of the power battery 410 during high-power fast charging.

[0148] When the thermal management system 520 of the charging pile 500 dissipates heat from the battery pack 411, the flow direction of the coolant and refrigerant in the charging pile 500 and the electric vehicle 400 is as follows: Figure 7 As shown by the thick arrow in the image.

[0149] In the above technical solution, by ensuring that the electric vehicle 400 only sends a request message for the external liquid cooling device to provide coolant after confirming that the external cooling circuit M2 between the liquid cooling channel 412, the injection channel 441, and the drainage channel 442 is connected, it can prevent situations where the external liquid cooling device has supplied coolant to the electric vehicle 400 according to the message instruction, but the external cooling circuit M2 in the electric vehicle 400 has not been successfully connected. Furthermore, this helps ensure the normal operation of the electric vehicle 400 in dissipating heat from the power battery 410 using the coolant provided by the external liquid cooling device.

[0150] Furthermore, when the power battery 410 finishes charging, the in-vehicle piping M is used to connect the in-vehicle cooling circuit M1. Specifically, the electric vehicle 400 can connect the in-vehicle cooling circuit M1 by adjusting the on / off state between different valve ports of each of the three-way valves 470 and 480, so as to utilize the in-vehicle cooling circuit M1 to dissipate heat from the power battery 410, thereby meeting the heat dissipation requirements of the power battery 410 when it is not charging.

[0151] The above describes the specific process by which the electric vehicle 400 utilizes either the in-vehicle cooling circuit M1 or the external cooling circuit M2 to dissipate heat from the power battery 410 by adjusting the on / off states of different valve ports in the three-way valves 470 and 480. The following continues with... Figure 5 Taking the charging system 30 shown as an example, the specific process mentioned above, in which the electric vehicle 400 replenishes the liquid tank 430 by adjusting the on / off state between different valve ports of the three-way valve 470 and the three-way valve 480, is explained.

[0152] Figure 8 This is an example provided in the embodiments of this application. Figure 5 The diagram shows the replenishment principle of the liquid storage tank 430 of the electric vehicle 400.

[0153] See Figure 8 In some embodiments, the in-vehicle pipeline M is used to connect the inlet of the external liquid cooling device to the inlet of the liquid injection channel 441, for example, when the inlet of the liquid injection channel 441 is connected to the outlet of the charging pile 500 531.

[0154] Specifically, the electric vehicle 400 can confirm that the coolant reservoir 430 needs to be replenished when the coolant capacity in the reservoir 430 is less than a preset capacity, provided that the filling channel 441 is connected to the outlet head 531. In this case, the electric vehicle 400 can control the passage between the second valve port 472 and the first valve port 471 of the three-way valve 470 to be open, and the passage between the second valve port 472 and the third valve port 473 of the three-way valve to be closed. It can also control the passage between the first valve port 481 and the third valve port 483 of the three-way valve 480 to be open, and the passage between the first valve port 481 and the second valve port 482 of the three-way valve to be closed, thereby opening the external coolant replenishment channel M3.

[0155] In the above technical solution, the coolant provided by the thermal management system 520 can be delivered to the inlet 431 of the liquid storage tank through the injection channel 441, the three-way valve 470, the liquid cooling channel 412 and the three-way valve 480, so as to realize the replenishment of the liquid storage tank 430 by the thermal management system 520, thereby helping to prevent the occurrence of insufficient coolant in the liquid storage tank 430.

[0156] In specific implementations, in some embodiments, the electric vehicle 400 is also used to: send a replenishment request message to the charging pile 500 when the liquid injection channel 441 is connected to the liquid outlet of the external liquid cooling equipment, and all external liquid replenishment channels are connected. The replenishment request message includes at least one of the following: a message instructing the external liquid cooling equipment to replenish the electric vehicle 400, and a message instructing the electric vehicle 400 to replenish the required coolant capacity of the external liquid cooling equipment.

[0157] It should be understood that, in the embodiments of this application, the required capacity of coolant refers to the total volume of coolant supplied by the external liquid cooling equipment to the electric vehicle 400.

[0158] For example, when the liquid injection channel 441 is connected to the thermal management system 520, the electric vehicle 400 can send a liquid replenishment request message to the charging pile 400 when the external liquid replenishment channel M3 is open.

[0159] Specifically, when the electric vehicle 400 confirms that the passage between the second valve port 472 and the first valve port 471 of the three-way valve 470 is open and the passage between the second valve port 472 and the third valve port 473 of the three-way valve is closed, and the passage between the first valve port 481 and the third valve port 483 of the three-way valve 480 is open and the passage between the first valve port 481 and the second valve port 482 of the three-way valve is closed, the electric vehicle 400 sends the aforementioned fluid replenishment request message to the charging pile 500.

[0160] For details on how the electric vehicle 400 sends a fluid replenishment request message to the charging pile 500, please refer to the above description of the electric vehicle 400 sending a heat dissipation request message to the charging pile 500, which will not be repeated here.

[0161] Correspondingly, after receiving the coolant replenishment request message sent by the electric vehicle 400, the charging pile 500 can control the coolant tank 525 to output coolant to the injection channel 441 through the outlet head 531, thereby realizing the replenishment of coolant tank 430 by the thermal management system 520.

[0162] When the thermal management system 520 replenishes the coolant tank 430, the flow direction of the coolant in the charging pile 500 and the electric vehicle 400 is as follows: Figure 8 As shown by the thick arrow in the image.

[0163] In the above technical solution, by ensuring that the electric vehicle 400 only sends a coolant replenishment request message after confirming that the external coolant replenishment channel M3 between the coolant inlet 431 and the filling channel 441 of the reservoir is open, it can prevent situations where the external liquid cooling equipment has supplied coolant to the electric vehicle 400 according to the message instruction, but the external coolant replenishment channel M3 in the electric vehicle 400 has not been successfully opened. This, in turn, helps ensure the normal replenishment of the coolant reservoir 430 by the electric vehicle 400 using the coolant provided by the external liquid cooling equipment.

[0164] Furthermore, in one example, if the replenishment request message sent by the electric vehicle 400 includes a message indicating the required capacity of coolant for the external liquid cooling equipment, the charging pile 500 can control the reservoir 525 to stop replenishing coolant to the reservoir 430 after outputting the coolant capacity indicated in the message.

[0165] In another example, if the coolant replenishment request message sent by the electric vehicle 400 does not include a message indicating the required coolant capacity of the external liquid cooling system, then when the electric vehicle 400 detects that the coolant capacity in the reservoir 430 has been replenished to a level greater than or equal to a preset capacity, it sends a message to the charging station 500 instructing to stop replenishing the coolant for the electric vehicle 400. Accordingly, upon receiving this message, the charging station 500 controls the reservoir 525 to stop replenishing the reservoir 430.

[0166] It should be understood that, in practice, the process of replenishing the liquid storage tank 430 by the external liquid cooling equipment mentioned above can be carried out before the power battery 410 starts charging, or it can be carried out after the power battery 410 finishes charging.

[0167] For example, in some embodiments, when the injection channel 441 is connected to the outlet of the external liquid cooling device, the in-vehicle pipeline M is used to connect the external liquid replenishment channel M3, including: when the injection channel 441 is connected to the outlet of the external liquid cooling device and before the power battery 410 starts charging, the in-vehicle pipeline M is used to connect the external liquid replenishment channel M3.

[0168] Specifically, before the power battery 410 starts charging, the electric vehicle 400 can check the capacity of the coolant in the reservoir 430 after confirming that the injection channel 441 and the drain channel 442 are connected to the outlet head 531 and the inlet head 532 respectively.

[0169] If the coolant capacity in the reservoir 430 is detected to be greater than or equal to the preset capacity, the electric vehicle 400 confirms that the reservoir 430 does not need to be replenished. In this case, the electric vehicle 400 can adjust the on / off state between different ports of the three-way valve 470 and the three-way valve 480 to open the external cooling circuit M2 and send a heat dissipation request message to the charging pile 500. Afterwards, the power battery 410 begins high-power fast charging through the charging pile 500, while the thermal management system 520 dissipates heat from the power battery 410. For a detailed description, please refer to [link to relevant documentation]. Figure 7 The embodiments shown are not described in detail here.

[0170] If the coolant capacity in the reservoir 430 is detected to be less than the preset capacity, the electric vehicle 400 confirms that the reservoir 430 needs to be replenished. In this case, the electric vehicle 400 can adjust the on / off state between different valve ports of the three-way valve 470 and the three-way valve 480 to open the external coolant replenishment channel M3 and send a coolant replenishment request message to the charging pile 500. Afterwards, the coolant inlet 431 of the reservoir receives coolant from the thermal management system 520 through the injection channel 441. A detailed description of the coolant replenishment process can be found in the above embodiments and will not be repeated here.

[0171] Furthermore, after the replenishment process of the reservoir 430 stops, the electric vehicle 400 can readjust the on / off state between the different ports of the three-way valves 470 and 480 to activate the external cooling circuit M2 and send a heat dissipation request message to the charging pile 500. Afterwards, the power battery 410 begins high-power fast charging through the charging pile 500. For a detailed description, please refer to [link to relevant documentation]. Figure 7 The embodiments shown are not described in detail here.

[0172] In other embodiments, when the injection channel 441 is connected to the outlet of the external liquid cooling device, the in-vehicle pipeline M is used to connect the external liquid replenishment channel M3, including: when the injection channel 441 is connected to the outlet of the external liquid cooling device, and after the power battery 410 has finished charging, the in-vehicle pipeline M is used to connect the external liquid replenishment channel M3.

[0173] Specifically, before charging of the power battery 410 begins, the electric vehicle 400, after confirming that the injection channel 441 and drainage channel 442 are connected to the outlet head 531 and inlet head 532 respectively, first connects the external cooling circuit M2 through the three-way valves 470 and 480, and sends a heat dissipation request message to the charging pile 500. Afterwards, the power battery 410 begins high-power fast charging through the charging pile 500, and after charging of the power battery 410 is completed, the electric vehicle 400 checks the coolant capacity in the reservoir 430.

[0174] If the coolant capacity in the reservoir 430 is detected to be greater than or equal to the preset capacity, the electric vehicle 400 confirms that the reservoir 430 does not need to be replenished. In this case, the electric vehicle 400 can activate the vehicle cooling circuit M1 through the three-way valves 470 and 480 to utilize the vehicle cooling circuit M1 to dissipate heat from the power battery 410, thereby meeting the heat dissipation requirements of the power battery 410 when it is not charging.

[0175] If the coolant capacity in the reservoir 430 is detected to be less than the preset capacity, the electric vehicle 400 confirms that the reservoir 430 needs to be replenished. In this case, the electric vehicle 400 can open the external coolant replenishment channel M3 through the three-way valves 470 and 480 and send a coolant replenishment request message to the charging pile 500. Afterwards, the reservoir 430 receives coolant from the thermal management system 520 through the injection channel 441. A detailed description of the replenishment process can be found in the above embodiments and will not be repeated here.

[0176] Furthermore, after the replenishment process of the liquid tank 430 stops, the electric vehicle 400 can connect the vehicle cooling circuit M1 through the three-way valve 470 and the three-way valve 480 to meet the heat dissipation requirements of the power battery 410 in the non-charging state.

[0177] In the above technical solution, after the power battery 410 is fully charged, the external liquid replenishment channel M3 in the vehicle's internal pipeline M can be opened, allowing the external liquid cooling device to replenish the liquid reservoir 430 through the external liquid replenishment channel M3. On the one hand, if the liquid reservoir 430 is replenished during the charging process of the power battery 410, the coolant delivered to the electric vehicle 400 by the external liquid cooling device through the injection channel 441 needs to simultaneously dissipate heat from the power battery and replenish the liquid reservoir 430, which may result in relatively low heat dissipation efficiency of the power battery 410 and liquid replenishment efficiency of the liquid reservoir 430. Therefore, in this embodiment, by replenishing the liquid reservoir 430 after the power battery 410 is fully charged, the coolant delivered to the electric vehicle 400 by the external liquid cooling device can be used only for replenishing the liquid reservoir 430, thereby improving the liquid replenishment efficiency of the liquid reservoir 430.

[0178] On the other hand, if the coolant tank 430 is replenished before the power battery 410 begins charging, the electric vehicle 400 may first open the in-vehicle cooling circuit M1 through three-way valves 470 and 480 after the coolant tank 430 is replenished, allowing the coolant output from the replenished coolant tank 430 to circulate in the in-vehicle cooling circuit M1. Then, when it is determined that the power battery 410 is being fast-charged at a higher power, the electric vehicle 400 will then open the external cooling circuit M2 through three-way valves 470 and 480. This could result in the coolant output from the coolant tank 430 diffusing through the liquid cooling channel 412 into the external liquid cooling circuit M2, and then flowing back into the external liquid cooling equipment through the drain channel 442 without returning to the electric vehicle 400, thus causing the coolant level in the replenished coolant tank 430 to decrease again. Therefore, in this embodiment of the application, by replenishing the coolant in the reservoir 430 after the power battery 410 has finished charging, the situation where the coolant in the reservoir 430 after replenishment flows back into the external liquid cooling equipment can be prevented, thereby improving the replenishment effect of the reservoir 430.

[0179] It should be understood that, in this embodiment of the application, the electric vehicle 400 can determine whether the capacity of the coolant in the coolant reservoir 430 is less than the preset capacity based on the coolant level in the reservoir 430.

[0180] For example, in some embodiments, the electric vehicle 400 further includes a liquid-cooled sensor (not shown in the figure), which is located inside the coolant tank 430 and is used to detect the coolant level in the coolant tank 430. The electric vehicle 400 is also used to: confirm that the coolant capacity in the coolant tank 430 is less than a preset capacity when the coolant level in the coolant tank 430 is less than a preset level.

[0181] In practice, the liquid cooling sensor sends the detected coolant level in the reservoir 430 to the battery management system of the electric vehicle 400. The battery management system then determines whether the coolant capacity in the reservoir 430 is less than the preset capacity based on the relationship between the detected level and a preset level.

[0182] For example, the level sensor can be of various types, such as float type or solenoid valve type.

[0183] Based on the above design, the electric vehicle 400 can determine whether the capacity of the coolant in the reservoir 430 is less than the preset capacity by measuring the coolant level in the reservoir 430 detected by the liquid cooling sensor, thereby improving the accuracy of the electric vehicle 400 in judging the capacity of the coolant in the reservoir 430.

[0184] The following section will further describe the other structures of the electric vehicle 400 in the charging system 30.

[0185] Figure 9 This is a schematic diagram of another charging system 30 provided in an embodiment of this application.

[0186] and Figure 2 to Figure 8 The electric vehicle 400 shown has a different design. Unlike the electric vehicle 400 where a portion of the internal cooling circuit M1 and the external cooling circuit M2 both serve as the external coolant replenishment channel M3, this one... Figure 9 In the embodiment shown, the external fluid replenishment channel M3 between the injection channel 441 and the storage tank 430 is set independently.

[0187] Specifically, in some embodiments, such as Figure 9 As shown, the drain port 433 of the reservoir is used to output coolant to the pipeline between the first heat exchange channel 421 and the liquid cooling channel 412 of the heat exchanger 420. For example, the drain port 433 of the reservoir can be connected to the inlet port 4212 of the first heat exchange channel, or the drain port 433 of the reservoir can be connected to the inlet port 4121 of the liquid cooling channel. In this way, when the vehicle cooling circuit M1 is on, the coolant output from the drain port 433 of the reservoir can circulate between the liquid cooling channel 412 and the first heat exchange channel 421 through the vehicle cooling circuit M1, so that the heat exchanger 420 can use the coolant provided by the reservoir 430 to dissipate heat from the power battery 410.

[0188] In addition, the electric vehicle 400 also includes a two-way valve 4100. The injection channel 441 can be connected to the reservoir's replenishment port 434 via the two-way valve 4100 to form an external replenishment channel M3. Specifically, the first valve port 4101 of the two-way valve is connected to the injection channel 441, and the second valve port 4102 of the two-way valve is connected to the reservoir's replenishment port 434. That is, the external replenishment channel M3 includes a pipe connecting the injection channel 441 and the first valve port 4101 of the two-way valve, and a pipe connecting the second valve port 4102 of the two-way valve and the reservoir's replenishment port 434.

[0189] Based on the above design, when the reservoir 430 needs to be replenished, the electric vehicle 400 can control the passage between the first valve port 4101 and the second valve port 4102 of the two-way valve to open the external replenishment passage M3, so that the replenishment port 434 of the reservoir can receive the coolant flowing out from the injection passage 441 through the two-way valve 4100, thereby realizing the replenishment of the reservoir 430.

[0190] Furthermore, in the aforementioned technical solution, the external fluid replenishment channel M3 for replenishing the fluid reservoir 430 and the internal cooling circuit M1 and external cooling circuit M2 for dissipating heat from the power battery 410 in the electric vehicle 400 are each independently configured. This ensures that the fluid replenishment process of the fluid reservoir 430 and the heat dissipation process of the power battery 410 are carried out independently. Consequently, this improves the reliability of fluid replenishment in the fluid reservoir 430 and heat dissipation in the battery pack 411.

[0191] It should be understood that, regarding Figure 9 For details regarding the charging system 30 shown, please refer to [link / reference needed]. Figure 2 to Figure 8 The relevant descriptions of the embodiments shown will not be repeated here.

[0192] 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. An electric vehicle, characterized by The electric vehicle comprises a power battery, a heat exchanger, a liquid storage tank, an in-vehicle pipeline, a liquid injection channel and a liquid discharge channel, the power battery comprises a liquid cooling flow channel, the liquid storage tank is used for storing cooling liquid and providing the cooling liquid to the in-vehicle pipeline, the liquid injection channel is used for connecting an outlet of an out-of-vehicle liquid cooling device, the liquid discharge channel is used for connecting a return port of the out-of-vehicle liquid cooling device, and the in-vehicle pipeline is used for selectively connecting one of an in-vehicle cooling loop, an out-of-vehicle cooling loop and an out-of-vehicle liquid supplement channel, wherein: The in-vehicle cooling loop is used for conveying the cooling liquid flowing out of the liquid cooling flow channel to the heat exchanger and conveying the cooling liquid flowing out of the heat exchanger to the liquid cooling flow channel; The out-of-vehicle cooling loop is used for conveying the cooling liquid provided by the out-of-vehicle liquid cooling device to the liquid cooling flow channel through the liquid injection channel and conveying the cooling liquid flowing out of the liquid cooling flow channel to the out-of-vehicle liquid cooling device through the liquid discharge channel; The out-of-vehicle liquid supplement channel is used for conveying the cooling liquid provided by the out-of-vehicle liquid cooling device to the liquid storage tank through the liquid injection channel.

2. The electric vehicle of claim 1, wherein, An outlet of an internal heat exchange channel of the heat exchanger is connected to an inlet of the liquid cooling flow channel through the liquid storage tank, or an outlet of the liquid cooling flow channel is connected to an inlet of the internal heat exchange channel of the heat exchanger through the liquid storage tank; The liquid injection channel is connected to an inlet of the liquid storage tank through the liquid cooling flow channel to form the out-of-vehicle liquid supplement channel.

3. The electric vehicle of claim 1, wherein, The electric vehicle further comprises two three-way valves, wherein: A first valve port of one of the three-way valves and a second valve port of the one of the three-way valves are used for conveying the cooling liquid received by the liquid injection channel from the out-of-vehicle liquid cooling device to an inlet of the liquid cooling flow channel, a first valve port of the other of the three-way valves and a second valve port of the other of the three-way valves are used for conveying the cooling liquid flowing out of an outlet of the liquid cooling flow channel to the liquid discharge channel; or A third valve port of the one of the three-way valves and the second valve port of the one of the three-way valves are used for conveying the cooling liquid flowing out of an outlet of the internal heat exchange channel of the heat exchanger to the inlet of the liquid cooling flow channel, and the first valve port of the other of the three-way valves and a third valve port of the other of the three-way valves are used for conveying the cooling liquid flowing out of the outlet of the liquid cooling flow channel to the inlet of the internal heat exchange channel of the heat exchanger.

4. The electric vehicle of claim 3, wherein, The third valve port of the one of the three-way valves receives the cooling liquid flowing out of the outlet of the internal heat exchange channel of the heat exchanger through the liquid storage tank, wherein: An outlet of the liquid storage tank is connected to the third valve port of the one of the three-way valves, and an inlet of the liquid storage tank is connected to the outlet of the internal heat exchange channel of the heat exchanger; The liquid injection channel is connected to the inlet of the liquid storage tank through the one of the three-way valves, the liquid cooling flow channel, the other of the three-way valves and the internal heat exchange channel of the heat exchanger to form the out-of-vehicle liquid supplement channel.

5. The electric vehicle of claim 3, wherein, The cooling liquid flowing out of the third valve port of the other of the three-way valves is conveyed to the inlet of the internal heat exchange channel of the heat exchanger through the liquid storage tank, wherein: An inlet of the liquid storage tank is connected to the third valve port of the other of the three-way valves, and an outlet of the liquid storage tank is connected to the inlet of the internal heat exchange channel of the heat exchanger. The liquid injection channel is connected with the liquid inlet of the liquid storage tank through the one three-way valve, the liquid cooling channel and the other three-way valve to form the vehicle-external liquid supplement channel.

6. The electric vehicle of any one of claims 3 to 5, wherein, The electric vehicle further comprises a water pump connected between the third valve port of the one three-way valve and the liquid outlet of the internal heat exchange channel of the heat exchanger, or connected between the third valve port of the other three-way valve and the liquid inlet of the internal heat exchange channel of the heat exchanger. In the case that the vehicle-external liquid cooling device provides cooling liquid to the liquid storage tank through the liquid injection channel, the electric vehicle is configured to control the water pump to stop working.

7. The electric vehicle of claim 1 or 3, wherein, The liquid outlet of the liquid storage tank is configured to output cooling liquid to the pipeline between the internal heat exchange channel of the heat exchanger and the liquid cooling flow channel. The electric vehicle further comprises a two-way valve, and the liquid injection channel is connected with the liquid supplement port of the liquid storage tank through the two-way valve to form the vehicle-external liquid supplement channel.

8. The electric vehicle of any one of claims 1 to 7, wherein, In the case that the liquid injection channel is communicated with the liquid outlet of the vehicle-external liquid cooling device, the liquid discharge channel is communicated with the liquid return port of the vehicle-external liquid cooling device, and before the power battery starts charging, the vehicle-internal pipeline is configured to conduct the vehicle-external cooling loop.

9. The electric vehicle of any one of claims 1 to 8, wherein, In the case that the liquid injection channel is communicated with the liquid outlet of the vehicle-external liquid cooling device, and after the power battery finishes charging, the vehicle-internal pipeline is configured to conduct the vehicle-external liquid supplement channel.

10. The electric vehicle of any one of claims 1 to 9, wherein, The electric vehicle is configured to, in the case that the liquid injection channel is communicated with the liquid outlet of the vehicle-external liquid cooling device, the liquid discharge channel is communicated with the liquid return port of the vehicle-external liquid cooling device, and the vehicle-external cooling loop is conducted, send at least one of the following messages: a message for indicating that the vehicle-external liquid cooling device cools the electric vehicle, a message for indicating the required flow of the cooling liquid of the vehicle-external liquid cooling device, and a message for indicating the required temperature of the cooling liquid of the vehicle-external liquid cooling device.

11. The electric vehicle of any one of claims 1 to 10, wherein, The electric vehicle is configured to, in the case that the liquid injection channel is communicated with the liquid outlet of the vehicle-external liquid cooling device, and the vehicle-external liquid supplement channel is conducted, send at least one of the following messages: a message for indicating that the vehicle-external liquid cooling device supplements liquid to the electric vehicle, and a message for indicating the required capacity of the cooling liquid of the vehicle-external liquid cooling device.

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