Liquid cooling charging pile and power supply system

Abstract

The invention discloses a liquid cooling charging pile and a power supply system, the liquid cooling charging pile comprises a first heat dissipation assembly and an underground airflow guiding assembly, the first heat dissipation assembly is used for guiding airflow to enter a head-on air inlet of a vehicle front radiator of a vehicle, and the underground airflow guiding assembly is used for guiding airflow coming out of a battery pack at the bottom of the vehicle to flow back to the first heat dissipation assembly. According to the technical scheme, by arranging the first heat dissipation assembly and the underground airflow guiding assembly, a closed airflow loop between the front air inlet of the vehicle and the air outlet in the bottom of the battery pack is constructed, and cold air is recycled in the system; the conditions that in the prior art, an open type air cooling structure is poor in heat dissipation efficiency under the condition that the environment temperature is high, and the charging efficiency is affected are avoided; meanwhile, by guiding airflow to accurately act on the radiator on the windward side of the vehicle and reflow to the heat dissipation system, efficient taking away of waste heat of the battery pack in the charging process is achieved, and the heat dissipation efficiency and the energy utilization rate are remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of charging technology, and in particular to a liquid-cooled charging pile and power supply system. Background Technology

[0002] With the widespread adoption of new energy vehicles, especially in high-power DC fast charging scenarios, battery packs generate a large amount of heat in a short period of time, placing extremely high demands on the heat dissipation efficiency of both the vehicle and the charging station. Currently, most mainstream liquid cooling solutions employ liquid-cooled piping connections to transfer heat from the vehicle's battery to the charging station's cooling system via coolant circulation. However, this solution suffers from problems such as strong physical coupling, leakage risks, coolant cross-contamination, and complex vehicle-charging station liability delineation, becoming a major technical bottleneck in practical applications.

[0003] To circumvent the aforementioned issues, some manufacturers have attempted to adopt an open-air cooling structure. This involves installing an air duct system within the charging station to deliver cooled air, after being cooled by the compressor, to the vehicle's radiator on the windward side, thereby indirectly cooling the battery pack. This type of open-air cooling solution offers advantages such as structural isolation, high safety, and prevention of liquid leakage because it is not directly connected to the vehicle's liquid cooling system.

[0004] However, open-type air cooling still has many shortcomings. First, the specific heat capacity and thermal conductivity of air as a heat exchange medium are much lower than those of coolant, resulting in low overall system heat exchange efficiency, especially in high heat flux density scenarios where it is difficult to respond quickly. Second, the compressor refrigerant system has a start-stop response delay, which cannot meet the thermal management requirements of plug-and-charge and instantaneous full-power charging for new energy vehicles. In addition, the noise generated by the fan and compressor during the operation of the air-cooled system is relatively large, which affects the application and promotion in residential areas. More importantly, current open-type air-cooled systems generally adopt the mode of directly venting cold air into the atmosphere, resulting in a large waste of usable cold energy and low overall system energy utilization efficiency. Summary of the Invention

[0005] The main objective of this invention is to provide a liquid-cooled charging pile and power supply system to solve the technical problems existing in related technologies.

[0006] To achieve the above objectives, the present invention provides the following technical solution: In a first aspect, the present invention provides a liquid-cooled charging pile for charging vehicles located in a preset charging area, the liquid-cooled charging pile including a first heat dissipation component and an underground airflow guiding component. The first heat dissipation component is used to be disposed outside the preset charging area to guide airflow into the front air intake of the vehicle's front radiator; The underground airflow guiding component is used to be installed at the bottom of the preset charging area to guide the airflow coming out of the battery pack at the bottom of the vehicle back to the first heat dissipation component; The first heat dissipation component and the underground airflow guiding component are used to form a closed air duct, so that the airflow circulates within the closed air duct.

[0007] A second aspect of the present invention provides a power supply system, including a power supply and a liquid-cooled charging pile as described in the first aspect, wherein the power supply is electrically connected to the liquid-cooled charging pile, and the liquid-cooled charging pile is used to transmit the power supply voltage to a vehicle.

[0008] The liquid-cooled charging pile and power supply system of the present invention, by setting a first heat dissipation component and an underground airflow guiding component, constructs a closed airflow loop between the vehicle's front air vent and the bottom air outlet of the battery pack. The cold air is circulated within the system, avoiding the poor heat dissipation efficiency and charging efficiency issues of the open air-cooled structure in the prior art when the ambient temperature is high. At the same time, by guiding the airflow to act precisely on the radiator on the windward side of the vehicle and return it to the heat dissipation system, the residual heat of the battery pack during the charging process is efficiently removed, significantly improving heat dissipation efficiency and energy utilization. This overcomes the effects of low heat exchange efficiency, slow response, and high noise in the existing open system, effectively enhancing the thermal management capability of the liquid-cooled charging pile in high-power charging scenarios. Attached Figure Description

[0009] To more clearly illustrate the technical solutions in the embodiments of the present invention or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0010] Figure 1 This refers to a charging pile structure in related technologies; Figure 2 This refers to a charging pile structure in related technologies; Figure 3 This is a schematic diagram of the internal structure of a liquid-cooled charging pile provided in an embodiment of this application; Figure 4 A schematic diagram illustrating the scenario of a liquid-cooled charging pile being connected to a vehicle, as provided in an embodiment of this application. Figure 5 This is a schematic diagram illustrating the scenario of a liquid-cooled charging pile being connected to a vehicle, as provided in the relevant technology. Figure 6 A schematic diagram of a liquid cooling circulation system inside a vehicle (from the front radiator to the battery pack); Figure 7 This is a schematic diagram of a liquid cooling circulation system inside a vehicle (liquid cooling components).

[0011] Reference numerals: 1-Liquid-cooled charging pile; 2-Vehicle; 2A-Front radiator; 2B-Condenser; 2C-Battery pack; 2D-Liquid-cooling connector; 2E-On-board plate heat exchanger; 10-First cooling assembly; 101-First cooling fan; 102-First radiator; 103-Extendable duct; 11-First expansion valve; 12-Second expansion valve; 13-First water pump; 14-One-way valve; 15-One-way valve; 16-One-way valve; 17-One-way valve; 18-One-way valve; 19-Electric ball valve; 20-Second cooling assembly Components; 201-Second cooling fan; 202-Second radiator; 21-Plate heat exchanger; 22-Second water pump; 23-Third water pump; 24-One-way valve; 25-One-way valve; 26-Fourth water pump; 27-Fifth water pump; 30-Coolant temperature control device; 301-Refrigeration pipe; 40-Refrigeration unit; 50-Underground airflow guiding component; 501-Underground exhaust fan; 502-Underground pipe; 60-Above-ground airflow direction reversing component; 70-Charging compartment; 80-Charging gun; 90-Liquid cooling connector assembly. Detailed Implementation

[0012] To make the inventive objectives, features, and advantages of this application more apparent and understandable, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0013] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0014] In the description of 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. The term "multiple" means two or more, unless otherwise explicitly specified. The term "comprising" indicates the presence of the described feature, whole, step, operation, element, and / or component, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components, and / or sets thereof. The term "and / or" describes the relationship between related objects, indicating that three relationships may exist. For example, A and / or B may include three cases: A existing alone, A and B existing simultaneously, and B existing alone. The character " / " generally indicates that the related objects before and after are in an "or" relationship.

[0015] Unless otherwise defined, all technical terms used in the embodiments of this application have the same meaning as commonly understood by one of ordinary skill in the art; the terms used in the embodiments of this application are for the purpose of describing specific embodiments only and are not intended to limit this application; the terms "comprising" and "having" and any variations thereof in the specification, claims and foregoing description of the drawings of this application are intended to cover non-exclusive inclusion.

[0016] Furthermore, terms such as "exemplary," "for example," and "optional" are used to indicate illustrative purposes. Any technical solution described by the above terms in the embodiments of this application should not be construed as being more preferred or advantageous than other technical solutions. Specifically, these terms are intended to present the relevant technical concepts in terms of specific implementation methods.

[0017] For related technologies, please refer to Figure 1 The invention mainly discloses a thermal management system that connects the vehicle end and the charging pile end through liquid cooling pipelines. Its basic principle is to integrate the vehicle-mounted plate heat exchanger into the liquid cooling cycle of the charging pile. With the help of the flow of coolant, the heat of the battery pack, motor or passenger compartment air conditioning condenser is transferred to the heat dissipation module of the charging pile under the vehicle, so as to achieve efficient heat dissipation control during the supercharging process.

[0018] While this type of solution can alleviate the problem of insufficient battery heat dissipation to some extent, it still has many shortcomings. First, the vehicle side needs to reserve inlet and outlet ports for liquid cooling, which disrupts the overall vehicle design and affects aesthetics. It also adds plate heat exchangers and piping, increasing the complexity of the overall vehicle structure. Second, there is a lack of a unified standard for liquid cooling interfaces. Different automakers and charging station companies have different understandings of the quick-connect method for liquid cooling, similar to the charging gun interface standard issue in the past, making it difficult to achieve unified promotion in the short term. Third, different coolants are prone to cross-contamination during charging. Impurities or inferior coolants may clog the heat exchanger, reducing system reliability. Furthermore, the integrated vehicle-charging station thermal management also suffers from unclear responsibility assignment; in the event of leaks, malfunctions, or safety incidents, it is difficult to determine liability. More importantly, the liquid cooling connectors themselves pose a certain risk. Under conditions such as vehicle crushing or collisions, coolant leakage can easily occur, posing a potential safety hazard.

[0019] Due to the aforementioned issues, some automakers have only deployed this solution in their self-built supercharging stations, supporting only their own models. This has resulted in poor interoperability between different brands, further exacerbating the fragmentation of industry standards and severely restricting the large-scale promotion and application of integrated on-vehicle and off-vehicle thermal management solutions.

[0020] For related technologies, please refer to Figure 2 In addition to liquid cooling pipe connections, some companies have proposed an integrated on-vehicle and off-vehicle thermal management solution that uses air as the heat exchange medium. This solution replaces liquid pipes with air ducts, generating cool air from the charging pile side and directing it to the radiator on the windward side of the new energy vehicle through air duct connections, thereby removing the heat generated by the battery system during supercharging and achieving indirect thermal management.

[0021] Compared to liquid cooling connections, this type of air-cooled solution (open air-cooling cycle) has several advantages. First, there is no physical liquid connection between the vehicle and the charging pile, so even in the event of thermal runaway in extreme usage scenarios, there is no issue of liability division between the vehicle and the charging pile, effectively avoiding disputes between companies. Second, since there is no coolant flow, the risks of cross-contamination and blockage caused by incompatible coolants from different vehicles or charging piles are avoided, while also eliminating the risk of leaks in the fluid system, resulting in higher safety.

[0022] However, this solution still has significant shortcomings. First, the cooled air is directly discharged into the environment without being recycled, resulting in an open-loop cooling system that leads to severe energy waste and poor cooling performance in high ambient temperatures. Second, the system requires a compressor to generate cool air, but compressor cooling has a response delay, typically taking several minutes from startup to reaching rated cooling capacity, making it difficult to meet the needs of plug-and-charge and high-power instantaneous heat dissipation required by new energy vehicles. Furthermore, this solution requires the simultaneous startup of multiple devices such as fans, compressors, and water pumps at the charging pile side, resulting in high power consumption and noise levels, making it difficult to promote its use in noise-sensitive environments such as residential areas. Moreover, the liquid cooling module of the charging pile itself has relatively low dependence on temperature control; its optimal operating temperature is higher than that of the battery system, and under most operating conditions, natural cooling is sufficient to meet heat dissipation requirements. Therefore, compressor cooling often has redundancy, further increasing energy consumption.

[0023] To address the technical issues mentioned above, such as poor cooling performance in supercharging mode, reduced charging efficiency due to inadequate heat dissipation, and high energy consumption, please refer to the following in sequence. Figures 3 to 4 This application provides a liquid-cooled charging pile 1 for charging a vehicle 2 located in a preset charging area, which includes at least a first heat dissipation component 10 and an underground airflow guiding component 50.

[0024] The first heat dissipation component 10 is a ground-based air-cooled heat dissipation structure, located outside the preset charging area, i.e., close to the preset charging area. The preset charging area can be a pre-planned parking area on the ground of a parking lot (a specific area on the ground corresponding to a vehicle, similar to a parking space). The first heat dissipation component 10 is closer to the side of the preset charging area corresponding to the front of the vehicle, typically directly in front of or slightly forward of the vehicle's windward side. Furthermore, the first heat dissipation component 10 may include a radiator body, an auxiliary fan, or a flow guiding structure. Its function is to create a directional airflow during charging, blowing cool air along the vehicle's windward direction, thereby guiding the airflow into the air inlets of the radiator 2A and condenser 2B at the front of the vehicle (e.g., ...). Figure 6 As shown in the figure, the heat is quickly removed from the vehicle's battery pack or air conditioning condensation system through air cooling.

[0025] The underground airflow guiding component 50 is an underground air-cooled heat dissipation structure. It is set at the bottom of the preset charging area or below the ground. It can be constructed in the form of ventilation duct, air guide grille, return air chamber, etc. One end is located at the bottom of the vehicle, near the air outlet of the battery pack 2C, to receive the hot air exhausted from the bottom of the vehicle; the other end is connected to or adjacent to the first heat dissipation component 10, to guide the hot air back to the area where the first heat dissipation component 10 is located, to realize a closed or semi-closed airflow circulation path.

[0026] It should be noted that the battery pack is the most crucial energy unit in a new energy vehicle. It is a complete energy storage component consisting of multiple battery cells, battery modules, a thermal management system, electrical connectors, and a battery management system (BMS). It is typically installed at the bottom of the vehicle and provides the driving power for the entire vehicle. The front radiator is usually installed on the windward side of the vehicle, in the engine compartment or powertrain compartment. Its main function is to exchange heat with the coolant in the liquid cooling circuits of the power battery, drive motor, and electronic control system. The condenser is also often installed at the front of the vehicle, sometimes alongside the radiator and sharing the same air duct. Its main function is to condense the high-temperature, high-pressure gaseous refrigerant discharged from the compressor into high-pressure liquid refrigerant.

[0027] This embodiment combines the first heat dissipation component with the underground airflow guiding component to form a closed annular airflow duct, allowing airflow to circulate within the closed duct. Specifically, cold air is guided from the first heat dissipation component 10 to the front radiator of the vehicle 2, passes through the battery pack to carry its heat, and is then exhausted from under the vehicle. It is then guided back to the first heat dissipation component 10 by the underground airflow guiding component 50. This achieves efficient heat exchange without direct exchange with the outside atmosphere (i.e., avoiding external hot air from participating in the internal air cooling cycle), significantly reducing energy waste. Simultaneously, this structure eliminates the need for a fluid interface on the vehicle side and avoids issues related to coolant circulation and connection standards, thus preventing risks such as leakage, cross-contamination, and vehicle-charger responsibility allocation.

[0028] As can be seen, the liquid-cooled charging pile of this application embodiment, by setting a first heat dissipation component and an underground airflow guiding component, constructs a closed airflow loop between the vehicle's front air vent and the bottom air outlet of the battery pack. The cold air is circulated within the system, avoiding the poor heat dissipation efficiency and charging efficiency issues of the open air-cooled structure in the prior art when the ambient temperature is high. At the same time, by guiding the airflow to act precisely on the radiator on the windward side of the vehicle and return it to the heat dissipation system, the residual heat of the battery pack is efficiently removed during the charging process, significantly improving heat dissipation efficiency and energy utilization. This overcomes the effects of low heat exchange efficiency, slow response, and high noise in the existing open system, effectively enhancing the thermal management capability of the liquid-cooled charging pile in high-power charging scenarios.

[0029] Please see Figure 4 The first heat dissipation component 10 includes a first heat dissipation fan 101 and a first heat sink 102.

[0030] Specifically, the first radiator 102 is installed on the side close to the preset charging area and corresponding to the front of the vehicle, and can work with the low-temperature coolant in the pile side coolant circulation to quickly dissipate heat from the returning airflow; the first cooling fan 101 is located on the side of the first radiator 102 away from the preset charging area and the vehicle, that is, on the back of the first radiator 102 or at the outlet end of the heat dissipation path.

[0031] The first cooling fan 101 functions to generate a directional airflow during charging, directing the hot airflow from the bottom of the vehicle (guided by the underground airflow guiding component 50) along a preset first direction (e.g., Figure 4 (From the center to the right) After passing through the first radiator 102 and further cooling down, the cooling airflow is introduced into the radiator air inlet at the front of the vehicle to meet the cooling needs of key heat sources of the vehicle (such as battery pack, motor or air conditioning system).

[0032] This embodiment uses a first cooling fan 101 and a first radiator 102 to combine liquid cooling and air cooling, forming a combined cooling mechanism of "liquid cooling drive + closed air cooling flow". This not only improves heat transfer efficiency, but also avoids direct contact between the coolant and the vehicle end, avoiding the leakage risk, inconsistent standard interfaces and cross-contamination problems existing in liquid cooling systems. It takes into account system compatibility, safety and heat dissipation performance, and provides a feasible path for realizing an open, multi-model-compatible vehicle-charging station thermal management system.

[0033] Please continue reading. Figure 4 The underground airflow guiding component 50 includes an underground pipe 502.

[0034] Specifically, one end of the underground pipe 502 is located in the bottom area near the preset charging position, that is, below the vehicle battery pack, to collect the hot air discharged from the vehicle thermal management system; the other end of the underground pipe 502 extends to a position near the first radiator 102, so that the discharged hot air can further enter the heat dissipation path for secondary cooling.

[0035] In addition, an underground air intake fan 501 can be optionally installed at the end of the underground pipe 502 near the bottom of the vehicle to guide the hot airflow from the bottom of the vehicle 2 into the underground pipe 502 and back along the underground pipe 502 to the area where the first cooling fan 101 and the first radiator 102 are located. The underground air intake fan 501 can be set to an automatic control mode according to the actual working conditions, and will automatically start when the temperature or airflow speed reaches a set threshold, thereby enhancing the overall heat dissipation capacity of the system.

[0036] In the airflow path, the underground pipe 502 and the underground exhaust fan 501 are used to guide the hot air exhausted from the vehicle battery pack in a preset second direction (e.g., Figure 4The air flows from left to right to the first radiator. The second direction is opposite to the first direction in the first cooling assembly, forming a closed or annular airflow loop: after being cooled by the first radiator, the air is guided to the front of the vehicle, passes through the front radiator and carries away heat, is exhausted from the bottom of the vehicle, and then flows back to the cooling assembly through underground pipes, forming a continuous, directional, and circulating airflow path. This embodiment significantly improves airflow controllability and energy efficiency, avoids energy waste caused by direct diffusion of cold air into the environment, and avoids the interface complexity, leakage risks, and compatibility issues associated with direct connection to the vehicle's liquid cooling system.

[0037] Please continue reading. Figure 4 The liquid-cooled charging pile 1 also includes a ground airflow direction reversing component 60.

[0038] Specifically, the ground airflow direction reversing component 60 is mainly located on the side of the first cooling fan 101 away from the first radiator 102, that is, at the position where the hot airflow is about to deviate from the preset airflow path, in order to effectively guide and control the airflow direction.

[0039] Among them, the ground airflow direction reversing component 60 can be an arc-shaped deflector, a V-shaped windshield, a curved shield, or a wind guide device with an airflow guiding structure. Its main function is to block and force the hot airflow from the bottom of the battery pack when the airflow does not flow naturally in the first direction, so as to ensure that it flows smoothly into the intake of the first cooling fan in the first direction, that is, from the front of the vehicle to the radiator, thereby completing efficient heat exchange.

[0040] The above-ground airflow direction-reversing component 60 and the underground airflow guiding component 50 work together to construct a closed or controllable hot air channel system (closed annular airflow duct) around the vehicle. This enables directional adjustment, path correction, and flow enhancement of the air path, further improving the closed-loop efficiency and stability of the cooling cycle. Its design effectively avoids the problem of reduced heat dissipation efficiency caused by turbulent or leaking hot air on the ground surface, and improves the adaptability of the cooling system to thermal disturbances in complex environments. Without altering the vehicle structure, it further enhances the thermal management synergy between the liquid-cooled charging pile and the vehicle in supercharging mode, making it particularly suitable for outdoor open areas, areas with unstable wind direction, or multi-model compatible charging station environments.

[0041] Please continue reading. Figure 4 The first heat dissipation component 10 also includes a retractable air duct 103.

[0042] Specifically, one end of the retractable duct 103 is used to connect to the front air inlet of the vehicle's front radiator, and the other end is connected to the side of the first radiator 102 away from the first cooling fan 101, so that the cold air output from the first radiator 102 is accurately delivered to the front of the vehicle radiator through the duct to achieve directional cooling and avoid airflow diffusion or deviation from the path, which would cause a decrease in efficiency.

[0043] The retractable duct 103 adopts an adjustable length structure, such as a telescopic corrugated pipe or a sliding guide structure, to adapt to the front height, air inlet position and parking posture of different vehicle models, ensuring that a sealed and aligned connection can be achieved when used in different vehicles, effectively improving the airflow introduction efficiency.

[0044] The first cooling fan 101 is used to push the airflow along the first direction. After being cooled by the first radiator 102, the airflow enters the air inlet of the vehicle's front radiator through the retractable air duct 103, so as to accurately apply the airflow energy and cooling capacity to the vehicle's cooling system.

[0045] In this embodiment, the retractable duct 103, combined with the first cooling fan 101, the first radiator 102, the above-ground airflow direction reversing component 60, and the underground pipe, constitutes a closed-loop annular airflow duct. This closed-loop duct system differs from traditional open-loop duct systems (such as...). Figure 5 Compared to the previous method, this air duct introduces hot air from under the vehicle, which is then guided through an underground pipe to the first radiator for cooling. After cooling, the air is introduced into the vehicle's air intake through a fan and a telescopic duct to complete the cooling of the vehicle's heat source. Subsequently, the air is discharged from the bottom of the vehicle 2 back into the underground pipe, achieving a closed-loop airflow circulation (the entire process avoids the participation of external hot airflow).

[0046] In an optional embodiment of this application, the liquid-cooled charging pile 1 further includes a ground-level sunshade component (not shown in the figure).

[0047] Specifically, the ground-level sunshade component is installed in the top area of ​​the preset charging location, such as on a charging shed, sunshade structure, or air duct frame structure above the charging parking space. This component not only has the traditional functions of sunshade and rain protection, but also participates in the thermal management system. As an important structural component of the upper part of the closed air duct, it works with the first cooling fan, the first radiator, the retractable air duct, the ground-level airflow guiding component, and the underground pipe to form a closed air duct, so that the airflow circulates within the closed air duct.

[0048] Please return and continue reading. Figure 3 The liquid-cooled charging pile 1 also includes a coolant temperature control device 30.

[0049] Specifically, the coolant temperature control device 30 is used to store coolant at a temperature near 0°C. It is connected to the outlet and inlet of the first radiator 102, forming a closed-loop circulation path for the coolant. Specifically, the coolant flows out of the coolant temperature control device 30, enters the first radiator 102 through liquid cooling pipes, absorbs heat from the vehicle's heat source or the returning airflow during its flow in the first radiator's heat exchange structure, and releases this heat through the cooling fins by exchanging it with the outside air.

[0050] Furthermore, the coolant, after heat exchange, flows back to the coolant temperature control device 30 through the outlet of the first radiator 102, forming a coolant circulation path. This coolant can be maintained at a stable flow rate by a water pump or drive module installed in the system, ensuring that the first radiator always maintains a highly efficient heat dissipation state.

[0051] This embodiment, through the setting of the coolant temperature control device 30, on the one hand, ensures the continuous cooling and heat exchange capacity of the first radiator; on the other hand, by reasonably arranging the coolant temperature control device and its volume, a liquid cooling closed-loop system on the pile side can be independently constructed without increasing any structural burden on the vehicle end, avoiding problems such as inconsistent interface standards, leakage, cross-contamination, and responsibility attribution caused by connecting with the vehicle end liquid cooling system.

[0052] Please continue reading. Figure 3 The liquid-cooled charging pile 1 includes a cooling device 40 and a cooling pipe 301 inside the coolant temperature control device 30.

[0053] Specifically, the coolant temperature control device 30 has a refrigeration pipe 301 inside, which is connected to the refrigeration device 40 and is used to construct a temperature regulation module in the liquid cooling system. Specifically, the refrigeration device 40 is used to deliver refrigerant or coolant with a temperature lower than a preset temperature threshold (e.g., water or coolant close to 0 degrees Celsius) to the refrigeration pipe 301. Since the refrigeration pipe is located in the coolant storage cavity, its outer surface is in direct contact with the coolant entering the coolant temperature control device 30 or coupled through a heat-conducting structure to achieve heat exchange between the two liquids, so as to ensure that the coolant output by the coolant temperature control device 30 is maintained as close to 0 degrees Celsius as possible.

[0054] During operation, the cooling pipe 301 absorbs the heat carried by the coolant in the storage device, rapidly reducing the coolant temperature to the target temperature range. This ensures that the coolant circulating in the first radiator 102 has sufficient heat exchange capacity to meet the high heat flux density heat dissipation requirements of supercharging scenarios. The refrigerant after heat exchange flows back to the cooling device 40 through the cooling pipe outlet, achieving a closed-loop refrigeration cycle for the refrigerant itself. This is particularly suitable for high-power charging scenarios requiring stable low-temperature liquid cooling capabilities.

[0055] Furthermore, the coolant temperature control device 30 can pre-store coolant with a temperature within a preset low-temperature threshold range (e.g., 0 to 2 degrees Celsius), thereby allowing the cooling device 40 to maintain the coolant temperature in the coolant temperature control device 30 at around 0 degrees Celsius. Thus, when a new energy vehicle is overcharged, the battery pack temperature is rapidly reduced through coolant circulation, responding quickly to load changes and adapting to one-button start-up maximum current charging applications, avoiding the phenomenon in the market where the maximum current needs to rise slowly during electric vehicle overcharging.

[0056] In an optional embodiment, a first expansion valve 11 is provided on the side of the refrigeration pipe 301 near the input end of the coolant temperature control device 30. The first expansion valve 11 is used to throttle and reduce the pressure of the high-pressure liquid refrigerant output from the refrigeration device 40, so that it becomes a low-pressure and low-temperature refrigerant before flowing into the refrigeration pipe 301.

[0057] It should be noted that the refrigeration unit 40 preferably adopts an ice storage mode. Specifically, during off-peak electricity hours when electricity prices are low or at night when ambient temperatures are low, the refrigeration unit 40 operates at low power to cool the coolant and store ice, thus achieving energy storage. In this process, the refrigerant enters the evaporator coil in the cold storage tank after being throttled by the expansion valve, exchanges heat with the coolant, and gradually causes the ice storage balls in the cold storage tank to freeze. By fully utilizing the advantages of low nighttime temperatures and low electricity prices, cold storage operation is avoided during peak electricity hours when electricity prices are high, thereby reducing system energy consumption and operating costs.

[0058] In cold storage mode, after the refrigeration unit 40 starts, it delivers liquid refrigerant to the coolant temperature control device 30 (such as a cold storage tank). After being throttled by the first expansion valve, the liquid refrigerant enters the evaporator coil located inside the cold storage tank, where it evaporates and absorbs heat, cooling the coolant. As the coolant temperature continues to drop, it further causes the pre-set ice storage balls inside the cold storage tank to gradually freeze, achieving energy storage. Once the ice storage balls are completely frozen, the cold energy can be released by melting the ice during non-cold storage periods or peak charging periods to maintain the stable operation of the entire liquid cooling system and ensure the heat dissipation needs of heat sources such as the battery pack and charging module, thereby improving system operating efficiency and reducing energy costs. Furthermore, this refrigeration unit is preferably started during off-peak electricity hours, which, combined with periods of lower ambient temperature, helps reduce the compressor load and improve overall cold storage efficiency.

[0059] Please continue reading. Figure 3 The liquid-cooled charging pile 1 also includes a plate heat exchanger 21.

[0060] Specifically, the first input end of the plate heat exchanger 21 is connected to the output end of the coolant temperature control device 30, the second input end of the plate heat exchanger 21 is connected to the output end of the refrigeration device 40, the first output end of the plate heat exchanger 21 is connected to the input end of the refrigeration device 40, and the second output end of the plate heat exchanger 21 is connected to the water inlet of the first radiator 102, the water inlet of the liquid cooling component of the charging chamber 70, and the water inlet of the second radiator 202, respectively.

[0061] The plate heat exchanger 21 serves as a heat exchange bridge between multiple liquid cooling circuits and the refrigeration circuit / coolant main circulation circuit, enabling heat exchange between the coolant flowing to the inlet of the first radiator 102, the coolant flowing to the inlet of the liquid cooling component of the charging chamber 70, and the coolant flowing to the inlet of the second radiator 202, and the low-temperature refrigeration circuit liquid output by the refrigeration device 40.

[0062] Optionally, the second input end of the plate heat exchanger 21 is connected to the output end of the refrigeration device 40 via the second expansion valve 12; the second expansion valve 12 is used to throttle and depressurize the high-pressure liquid refrigerant from the output end of the refrigeration device 40, so that it becomes a low-pressure and low-temperature liquid or gas-liquid mixture, and then enters the plate heat exchanger 21 to evaporate and absorb heat.

[0063] Please continue reading. Figure 3 The liquid-cooled charging pile 1 also includes a controller (not shown in the figure) for intelligent control and dynamic adjustment of each component of the entire liquid cooling system to meet the thermal management requirements under different charging loads.

[0064] Specifically, the controller is used to perform the following operations when it detects that the charging current of the charging gun 80 is greater than a preset first current threshold A1 (i.e., in normal charging mode, such as 300A): The second water pump 22, which is installed in the inlet pipe of the first radiator 102, is controlled to start running at a preset first initial speed, and the first cooling fan 101 is controlled to start running at a preset second initial speed.

[0065] The first initial speed is set to half the maximum speed of the second water pump 22, and the second initial speed is set to half the maximum speed of the first cooling fan 101, which aims to balance energy consumption and cooling effect when the heat dissipation demand initially increases.

[0066] The controller simultaneously monitors the temperature difference between the inlet temperature t1 and the outlet temperature t2 of the first radiator 102, i.e., the inlet-outlet temperature difference Δt1, as a dynamic feedback parameter of the system's heat exchange efficiency.

[0067] During the charging process, the controller adjusts the speed of the second water pump 22 in real time based on the temperature difference value to maintain the outlet temperature t2 of the first radiator within the preset first temperature range B1, thereby ensuring that the coolant works within a reasonable temperature range, improving heat exchange efficiency and preventing overheating or insufficient cooling.

[0068] Furthermore, when the controller detects that the current charging current exceeds the preset second current threshold A2 (i.e., in supercharging mode, for example, 600A) and the outlet temperature t2 is still greater than the preset first temperature range B1, it controls the cooling device 40 to start and perform cooling operation to further reduce the coolant temperature, provide additional cold source support for high-power charging conditions, and ensure stable system operation under high load.

[0069] This implementation uses a controller to set up control logic that enables load-based dynamic cooling control, allowing the system to adapt to different charging power stages and achieve coordinated control of the "water pump-fan-refrigeration device" to form a multi-level temperature control response mechanism.

[0070] It should be understood that the first current threshold A1 can be 300A, the second current threshold A2 can be 600A, and the first temperature range B1 can be 8℃. This means that when the charging current exceeds 300A, the integrated on-vehicle and off-vehicle thermal management mode is activated; when it exceeds 600A, the secondary cooling mode is activated. When the outlet temperature exceeds 8℃, the cooling supply becomes insufficient, requiring an increase in the water pump speed or activation of secondary cooling. Furthermore, at this time, the first cooling fan operates at its rated speed, without any intermediate speed adjustments, because the vehicle-side air inlet cooling fan and the first cooling fan share the same air duct. The speed control of the vehicle-side air inlet cooling fan is determined by the electric vehicle and cannot be changed by the charging pile.

[0071] In addition, "starting secondary cooling" in this embodiment refers to controlling the refrigeration device 40 to start the refrigeration operation to further reduce the temperature of the coolant, provide additional cold source support for high-power charging conditions, and ensure stable operation of the system under high load.

[0072] Please continue reading. Figure 3 The liquid-cooled charging pile 1 also includes a charging compartment 70 for storing multiple charging modules.

[0073] Specifically, the charging module is a key power supply unit in a liquid-cooled charging pile, and its main function is to provide a stable high-power electrical output to the connected charging gun. In actual operation, the charging module operates at high power continuously, which easily generates a lot of heat. If it is not dissipated effectively in time, it will affect its performance stability and service life.

[0074] Therefore, in this embodiment, at least a portion of the charging compartment 70 is configured to have thermal contact with the coolant temperature control device 30 via pipes. Specifically, the bottom or side wall of the charging compartment is provided with heat-conducting pipes, cooling chambers, or flow channels. The coolant flowing inside these pipes originates from the coolant temperature control device, achieving rapid heat removal from the charging module through heat exchange.

[0075] Please continue reading. Figure 3 The liquid-cooled charging pile 1 also includes a second heat dissipation component 20.

[0076] Specifically, the second heat dissipation component 20 is in thermal contact with the charging compartment 70 through a pipe, that is, it forms a heat conduction path with the charging compartment storing multiple charging modules, so as to quickly remove the heat generated by the charging modules in the charging compartment 70 during high-load operation.

[0077] The second heat dissipation component 20 can selectively dissipate heat from each charging module in the charging compartment 70 or from the vehicle charging pack. Generally, it mainly dissipates heat from the charging module that generates the most heat, but under certain operating conditions or configurations, it can also be used to guide airflow directly into the front air intake of the vehicle's radiator to help remove the large amount of heat generated by the battery pack during supercharging.

[0078] Please continue reading. Figure 3 The second heat dissipation component 20 includes a second heat dissipation fan 201 and a second radiator 202.

[0079] Specifically, the second cooling fan 201 is located on the side of the second radiator 202 away from the preset charging position. Its installation direction is coordinated with the radiator structure to form an airflow channel to generate forced convection and enhance heat exchange efficiency.

[0080] In addition, the second radiator 202 can be a radiator with fins, and it also has an inlet and an outlet structure. The inlet is connected to the output end of the coolant temperature control device 30 to receive the coolant after preliminary cooling. The outlet is divided into two passages. The first passage is connected to the input end of the coolant temperature control device to form a closed loop of coolant. The second passage is connected to the inlet of the charging compartment 70 to further guide the coolant to the charging module area to achieve deep heat dissipation of the charging module.

[0081] During implementation, the second cooling fan 201, in conjunction with the open air duct structure, can perform the following two operating modes as needed (module cooling mode, vehicle auxiliary cooling mode): When in module heat dissipation mode (as the main heat dissipation mode), the airflow is guided through the second heat sink 202, and the heat generated by the charging module in the charging compartment is carried away by the heat exchange between the fins and the air. When in the vehicle auxiliary cooling mode (as a secondary cooling mode), the airflow is guided around the second radiator 202 and flows directly to the windward inlet of the vehicle's front radiator to help remove the heat generated by the battery pack during supercharging.

[0082] This embodiment, through the installation of a second cooling fan 201 and a second radiator 202, can not only dissipate heat for the liquid-cooled charging module, but also for the battery pack of the electric vehicle (in most cases, the second fin heat dissipation only dissipates heat for the liquid-cooled module inside the charging pile), realizing the coupling of the heat exchange path between the radiator, the charging module, and the storage device, and can selectively dissipate heat for the charging compartment or the vehicle according to actual needs.

[0083] It should be noted that the second radiator is larger than the first radiator. The first radiator is designed for vehicles of a first size, while the second radiator is designed for vehicles of a second size; the second size is larger than the first. This is because, in the actual operation of the liquid-cooled charging station, the second radiator 202 is primarily used to dissipate heat from multiple high-power charging modules within the charging compartment 70. The liquid-cooled charging module not only needs to handle high current output but also needs to support concurrent charging of multiple vehicles, thus generating a total heat output far exceeding that of a single vehicle. Therefore, the liquid-cooled charging module becomes the single component generating the most heat in the entire vehicle-charging station system. In contrast, the first radiator 102 is mainly used for heat exchange with the cooling system of a single vehicle (such as battery pack cooling and the front radiator), with lower heat dissipation requirements and a relatively smaller structural size.

[0084] Please continue reading. Figure 3 The liquid-cooled charging pile 1 also includes an electric ball valve 19.

[0085] Specifically, the electric ball valve 19 is installed in a pipe near the input end of the coolant temperature control device 30, that is, in the coolant return pipe connecting the second radiator 202 and the coolant temperature control device 30. This electric ball valve acts as a selector switch for the cooling circuit, and its opening and closing state is controlled by the system controller, thereby allowing the second heat dissipation component 20 to operate in two different modes, thus achieving intelligent switching between different heat dissipation paths.

[0086] The first operating mode: When the ambient temperature is not high (e.g., below 30 degrees Celsius) or there is no requirement for noise, when the electric ball valve 19 opens the connection path between itself and the charging compartment 70, the water outlet of the second radiator 202 can directly enter the charging compartment heat exchange module, forming the sequence: first water pump 13 → charging compartment 70 → second radiator 202 → fifth water pump 27 → first water pump 13. At this time, the electric ball valve 19 is fully closed, the fifth water pump 27 stops, and the first water pump 13 and the second cooling fan 201 operate at a predetermined speed. Understandably, no coolant flows through the coolant temperature control device 30 at this time; the coolant temperature control device 30 only serves to replenish water and stabilize pressure.

[0087] The second operating mode: When the ambient temperature is high (e.g., above 35 degrees Celsius) or there are strict noise restrictions, the liquid cooling module of the charging pile has two circulation branches for cooling, such as... Figure 3 As shown, the first circulation branch sequence of the coolant is: first water pump 13 → charging chamber 70 → second radiator 202 → fifth water pump 27 → first water pump 13; the second circulation branch sequence of the coolant is: first water pump 13 → charging chamber 70 → electric ball valve 19 → coolant temperature control device 30 → plate heat exchanger 21 → check valve 14 → first water pump 13. At this time, the fifth water pump 27 stops, and the controller determines whether to increase or decrease the speed of the first water pump and the second fan based on the inlet and outlet water temperatures of the liquid-cooled charging module and the temperature difference between the inlet and outlet water. When the inlet and outlet water temperatures exceed the critical temperature, even if the speed of the first water pump and the second fan is increased to the maximum, the inlet and outlet water temperatures cannot be lowered. At this time, the electric ball valve 19 is gradually opened, and the 0℃ low-temperature coolant participates in the circulation, stabilizing the inlet and outlet water temperatures below the critical temperature. The larger the opening degree of the electric ball valve 19, the greater the proportion of the cold water tank participating in the circulation.

[0088] It should be understood that the control logic of the first water pump 13, the second cooling fan 201, and the electric ball valve 19 is to use natural cooling as much as possible and to use the 0℃ low-temperature coolant in the coolant temperature control device 30 as little as possible.

[0089] Please continue reading. Figure 3 The liquid-cooled charging pile 1 also includes a liquid-cooled connector assembly 90.

[0090] Specifically, the liquid cooling connector assembly 90 can be a liquid cooling male connector and a liquid cooling female connector, which are respectively used to connect with the liquid cooling connector 2D of the vehicle 2, guide the vehicle coolant in the vehicle 2 to flow into the coolant temperature control device 30, and guide the coolant temperature control device 30 to exchange heat with the vehicle coolant so that it flows back to the coolant circulation system of the vehicle 2.

[0091] In order to achieve precise control of the exchange circuit, the system is equipped with a third water pump 23 (installed in the coolant pipeline connected to the inlet of the liquid-cooled connector assembly), which is automatically controlled by the controller.

[0092] For example, when the controller detects that the charging current is greater than the preset first current threshold A1, it controls the third water pump 23 to start running at the third initial speed, and adjusts the current speed of the third water pump in real time according to the temperature difference between the inlet and outlet of the liquid cooling connector assembly, so as to control the outlet temperature t8 of the liquid cooling connector assembly within the preset first temperature range; wherein, the third initial speed is defined as half of the maximum speed of the water pump, and the temperature difference between the inlet and outlet Δt2 is the difference between the outlet temperature t8 and the inlet temperature t7.

[0093] In short, the third water pump 23 drives the liquid-cooled male connector to participate in the circulation. Through the engagement of the male and female connectors, the heat generated by the battery pack 2C of vehicle 2 is ultimately carried to the underside of the vehicle for cooling. The corresponding circulation of the underside coolant is as follows: third water pump 23 → liquid-cooled female connector 90 → liquid-cooled male connector 90 → plate heat exchanger 21 → liquid-cooled male connector 90 → liquid-cooled female connector 90 → coolant temperature control device 30 → plate heat exchanger 21 → third water pump 23; the circulation of the on-board coolant is: water pump → battery pack → on-board plate heat exchanger 2E (e.g., ...). Figure 7 (As shown) → Water pump. The coolant circulation under the vehicle and the coolant circulation on the vehicle undergo heat exchange (but no mass exchange) in the plate heat exchanger, ultimately carrying the heat generated by the battery pack on the vehicle to the underside for cooling.

[0094] For example, when the controller detects that the charging current is greater than the second current threshold A2, and the outlet temperature t8 of the liquid-cooled connector assembly is higher than the upper limit of the first temperature range B1, it controls the refrigeration device 40 to start the refrigeration operation, further reducing the temperature through the coolant circuit to ensure that the entire system operates within a safe operating range. At this time, the chiller performs secondary cooling on the coolant flowing through the plate heat exchanger. The first expansion valve of the Freon circulation is closed, and the second expansion valve is opened to a predetermined degree. The corresponding Freon circulation sequence is: refrigeration device 40 → second expansion valve 12 → plate heat exchanger 21 → refrigeration device 40. By starting the refrigeration device 40, the coolant is subjected to secondary cooling, which can further reduce the cooling temperature to an even lower level. For example, the inlet temperature t7 can be reduced from 1℃ to -5℃, thereby further improving the cooling effect of the first radiator 101 on the battery pack 2C.

[0095] Please continue reading. Figure 3 The liquid-cooled charging station 1 also includes multiple charging guns 80.

[0096] Specifically, the charging gun 80 is equipped with a liquid cooling heat dissipation component to promptly remove the large amount of heat generated by conductivity during high-current overcharging. Simultaneously, to ensure the cooling effect of this liquid cooling component, the liquid cooling heat dissipation component of the charging gun 80 is connected to the coolant temperature control device 30, forming an independent cooling circuit.

[0097] The coolant circulation process of the liquid cooling heat dissipation component of the charging gun 80 is as follows: the coolant flows out from the coolant temperature control device 30 and enters the liquid cooling heat dissipation component of the charging gun 80 through the pipeline. The coolant absorbs the heat generated by the high current conduction inside the charging gun. Then, the heated coolant flows back to the coolant temperature control device 30. The cooling system (such as radiator and refrigeration pipe) inside the coolant temperature control device 30 performs heat exchange treatment on this part of the coolant, reduces its temperature, and then continues to circulate for use.

[0098] In an optional embodiment, the inlet of the liquid cooling heat dissipation component of the charging gun 80 is equipped with a fourth water pump 26. This fourth water pump 26 delivers cooled liquid to the liquid cooling heat dissipation component of the charging gun 80, effectively removing the heat generated during high-current charging. The fourth water pump 26 enables independent flow control of the liquid cooling circuit of the charging gun, precisely adjusting the circulation rate of the coolant under different charging power or ambient temperature conditions to ensure the charging gun remains within a safe temperature range, thereby improving its service life and safety.

[0099] In an optional embodiment of this application, the first heat dissipation component 10, the second heat dissipation component 20, the charging gun 80, the charging chamber 70, and the liquid cooling connector assembly 90 each form an independent coolant circulation pipeline with the coolant temperature control device 30, and each does not affect the others. Furthermore, each different coolant circulation pipeline is equipped with a one-way valve (14, 15, 16, 17, 18, 24, 25), thereby causing the coolant to flow in a specific direction.

[0100] In an optional embodiment of this application, the controller of the liquid-cooled charging pile 1 can also be used to control the air conditioning system in the vehicle 2 in conjunction with the system to optimize the thermal management efficiency during the charging process.

[0101] Specifically, when the controller detects that the current charging current is greater than the second current threshold, the controller will send the following three types of control signals to the vehicle through the communication module: Battery pack cooling control signal: Used to control the vehicle to activate the natural air cooling mode, allowing the radiator on the vehicle's windward side to dissipate heat from the battery pack through natural airflow. This mode makes full use of the vehicle's own structure and ambient air for passive cooling, helping to reduce system energy consumption.

[0102] Air conditioning control signal: Used to control the vehicle's air conditioning system to activate the refrigerant circulation, allowing the coolant to cool the battery pack via the plate heat exchanger. This control mode is suitable for enhanced heat dissipation scenarios where natural cooling is insufficient or the charging load is high.

[0103] External air circulation control signal: Used to control the vehicle's air conditioning to switch to external air circulation mode. This introduces cool outside air to ventilate and cool the passenger compartment, thereby ensuring the comfort of the occupants and preventing heat buildup inside the vehicle from affecting the air conditioning's heat exchange efficiency.

[0104] This application also provides a power supply system, including a power supply and a liquid-cooled charging pile as described in the above embodiments. The power supply is electrically connected to the liquid-cooled charging pile, which is used to transmit the power supply voltage to the vehicle.

[0105] The liquid-cooled charging pile and power supply system of this application embodiment constructs a closed airflow loop between the vehicle's front air vent and the bottom air outlet of the battery pack by setting a first heat dissipation component and an underground airflow guiding component. The cold air is circulated and used inside the system, avoiding the poor heat dissipation efficiency and charging efficiency of the open air-cooled structure in the prior art when the ambient temperature is high. At the same time, by guiding the airflow to act precisely on the radiator on the windward side of the vehicle and return to the heat dissipation system, the residual heat of the battery pack during the charging process is efficiently removed, significantly improving heat dissipation efficiency and energy utilization. This overcomes the effects of low heat exchange efficiency, slow response, and high noise in the existing open system, and effectively enhances the thermal management capability of the liquid-cooled charging pile in high-power charging scenarios.

[0106] In addition, it has the following beneficial effects: 1) The vehicle and the charging pile operate independently, avoiding the problem of responsibility allocation between the charging pile company and the vehicle company after a failure; 2) Wide applicability; 3) Low probability of leakage and simpler operation; 4) Ice storage cooling, fast response speed; 5) Ice storage cooling and refrigeration (chiller) cooling are superimposed and started, responding to a wider range of heat load changes; 6) Ice storage cooling has low noise, that is, under most working conditions, only the water pump is started on the charging pile side, and the fan and compressor are not started. The compressor is not started on the vehicle side, and the fan is started at a low speed, which can meet the supercharging needs of the vehicle and the area below the vehicle, greatly reducing the noise emitted by the vehicle and the area below the vehicle during supercharging; 7) It can simultaneously meet the cooling needs of the passenger compartment and the battery pack.

[0107] The specific embodiments of the invention have been described in detail above, but these are merely examples, and the invention is not limited to the specific embodiments described above. For those skilled in the art, any equivalent modifications or substitutions to the invention are also within the scope of this invention. Therefore, all equivalent transformations, modifications, and improvements made without departing from the spirit and principles of this invention should be covered within the scope of this invention.

Claims

1. A liquid-cooled charging pile for charging vehicles located in a preset charging area, characterized in that, The liquid-cooled charging pile includes a first heat dissipation component and an underground airflow guiding component; The first heat dissipation component is used to be disposed outside the preset charging area to guide airflow into the front air intake of the vehicle's front radiator; The underground airflow guiding component is used to be installed at the bottom of the preset charging area to guide the airflow coming out of the battery pack at the bottom of the vehicle back to the first heat dissipation component; The first heat dissipation component and the underground airflow guiding component are used to form a closed air duct, so that the airflow circulates within the closed air duct.

2. The liquid-cooled charging pile as described in claim 1, characterized in that, The first heat dissipation component includes a first heat dissipation fan and a first heat sink; The first cooling fan is located on the side of the first radiator away from the preset charging area; The first cooling fan is used to guide the airflow from the battery pack through the first radiator in a preset first direction and into the front air intake of the vehicle radiator.

3. The liquid-cooled charging pile as described in claim 2, characterized in that, The underground airflow guiding component includes an underground pipeline; One end of the underground pipe is used to approach the bottom of the preset charging area, and the other end of the underground pipe is used to approach the first radiator; The underground pipe is used to guide the airflow from the battery pack to the first radiator in a preset second direction; wherein the second direction is opposite to the first direction.

4. The liquid-cooled charging pile as described in claim 3, characterized in that, The liquid-cooled charging pile also includes a ground-based airflow direction reversing component; The ground airflow direction reversing component is located on the side of the first cooling fan away from the first radiator, and is used to block the airflow coming out of the battery pack and guide the airflow to flow towards the first cooling fan in the first direction.

5. The liquid-cooled charging pile as described in claim 4, characterized in that, The first heat dissipation component also includes a retractable air duct; One end of the retractable air duct is used to connect with the front air intake of the vehicle's front radiator, and the other end is connected with the side of the first radiator away from the first cooling fan. The retractable duct is used to guide the airflow of the first cooling fan into the oncoming air inlet in the first direction; The first cooling fan, the first radiator, the retractable duct, the above-ground airflow direction reversing component, and the underground pipe are used to form the closed air duct so that the airflow circulates in the closed air duct.

6. The liquid-cooled charging pile as described in claim 2, characterized in that, The liquid-cooled charging pile also includes a coolant temperature control device. The coolant temperature control device is connected to the outlet and inlet of the first radiator. The coolant temperature control device is used to perform heat exchange treatment on the incoming coolant and return the heat-exchanged coolant to the first radiator.

7. The liquid-cooled charging pile as described in claim 6, characterized in that, The liquid-cooled charging pile also includes a refrigeration device, and the coolant temperature control device is equipped with refrigeration pipes. The refrigeration device is connected to the refrigeration pipe; wherein, the outer surface of the refrigeration pipe is used to exchange heat with the coolant in the coolant temperature control device to reduce the temperature of the coolant; The refrigeration device is used to transfer liquid with a temperature lower than a preset temperature threshold to the refrigeration pipe and to receive liquid flowing out of the refrigeration pipe.

8. The liquid-cooled charging pile as described in claim 7, characterized in that, The coolant temperature control device is used to pre-store coolant with a temperature within a preset low-temperature threshold range; The refrigeration device is used to maintain the temperature of the coolant in the coolant temperature control device within the preset low temperature threshold range.

9. The liquid-cooled charging pile as described in claim 7, characterized in that, The liquid-cooled charging pile also includes a plate heat exchanger. The first input end of the plate heat exchanger is connected to the output end of the coolant temperature control device, the second input end of the plate heat exchanger is connected to the output end of the refrigeration device, the first output end of the plate heat exchanger is connected to the input end of the refrigeration device, and the second output end of the plate heat exchanger is connected to the water inlet of the first radiator, the water inlet of the liquid cooling component of the charging compartment, and the water inlet of the second radiator, respectively.

10. The liquid-cooled charging pile as described in claim 7, characterized in that, The liquid-cooled charging pile also includes a controller; The controller is used to control the second water pump to operate at a preset first initial speed when the charging current exceeds a preset first current threshold, and simultaneously control the first cooling fan to operate at a preset second initial speed. The controller also adjusts the current speed of the second water pump in real time based on the temperature difference between the inlet and outlet of the first radiator to control the outlet temperature of the first radiator within a preset first temperature range. The first initial speed is half the maximum speed of the second water pump, the second initial speed is half the maximum speed of the first cooling fan, the inlet temperature difference is the difference between the outlet temperature and the inlet temperature of the first radiator, and the second water pump is installed in a pipe connected to the inlet of the first radiator. The controller is also configured to control the refrigeration device to start refrigeration operation when it detects that the charging current is greater than a preset second current threshold and the temperature difference between the inlet and outlet is greater than a preset first temperature range; wherein, the second current threshold is greater than the first current threshold.

11. The liquid-cooled charging pile as described in claim 6, characterized in that, The liquid-cooled charging pile also includes a charging compartment for storing multiple charging modules; The charging module is used to supply power to the charging gun, and at least a portion of the charging chamber is used to make thermal contact with the coolant temperature control device through a pipe.

12. The liquid-cooled charging pile as described in claim 10, characterized in that, The liquid-cooled charging pile also includes a second heat dissipation component; The second heat dissipation component is in thermal contact with the charging compartment through a pipe; The second heat dissipation component is used to guide airflow through an open duct to remove the heat generated by each of the charging modules in the charging compartment, or to guide airflow into the front air intake of the vehicle's front radiator to remove the heat generated by the battery pack.

13. The liquid-cooled charging pile as described in claim 11, characterized in that, The second heat dissipation component includes a second heat dissipation fan and a second heat sink; The second cooling fan is located on the side of the second radiator away from the preset charging area; The inlet of the second radiator is connected to the output of the coolant temperature control device, and the outlet of the second radiator is connected to the input of the coolant temperature control device and the inlet of the charging compartment, respectively. The second cooling fan is used to guide airflow through an open duct to remove the heat generated on the second radiator based on each of the charging modules, or to guide airflow into the front air intake of the vehicle's front radiator to remove the heat generated by the battery pack.

14. The liquid-cooled charging pile as described in claim 12, characterized in that, The liquid-cooled charging pile also includes an electric ball valve; The electric ball valve is installed in a pipe near the input end of the coolant temperature control device. The electric ball valve is used to control the second radiator to selectively form a coolant circulation with the charging compartment or with the coolant temperature control device.

15. The liquid-cooled charging pile as described in claim 11, characterized in that, The second heat sink is larger than the first heat sink. The first radiator is used to match a vehicle of a first size, and the second radiator is used to match a vehicle of a second size; wherein the second size is larger than the first size.

16. The liquid-cooled charging pile as described in claim 10, characterized in that, The liquid-cooled charging pile also includes a liquid-cooled connector assembly; The liquid cooling connector assembly is used to connect with the liquid cooling connector of the vehicle, guide the vehicle coolant in the vehicle into the coolant temperature control device, and guide the coolant in the coolant temperature control device into the vehicle coolant circulation system via the liquid cooling connector of the vehicle. The controller is used to detect when the charging current is greater than the preset first current threshold, control the third water pump to operate at a preset third initial speed, and adjust the current speed of the third water pump in real time according to the temperature difference between the inlet and outlet of the liquid cooling connector assembly, so as to control the outlet temperature of the liquid cooling connector assembly within the first temperature range; wherein, the third initial speed is half of the maximum speed of the third water pump, and the third water pump is installed in the pipe connected to the inlet of the liquid cooling connector assembly; The controller is also used to detect when the charging current is greater than the second current threshold and the outlet temperature of the liquid cooling connector assembly is greater than the first temperature range, and then control the refrigeration device to start the refrigeration operation.

17. The liquid-cooled charging pile as described in claim 10, characterized in that, The liquid-cooled charging station also includes a charging gun; The liquid cooling component of the charging gun is connected to the coolant temperature control device; The coolant temperature control device performs heat exchange treatment on the coolant flowing in from the liquid cooling component of the charging gun, and returns the heat-exchange treated coolant to the liquid cooling component of the charging gun.

18. The liquid-cooled charging pile as described in claim 5, characterized in that, The liquid-cooled charging station also includes a ground-mounted sunshade assembly; The ground-level sunshade assembly is installed on top of the preset charging area and, together with the first cooling fan, the first radiator, the retractable air duct, the ground-level airflow direction reversing assembly, and the underground pipe, forms a closed air duct to allow airflow to circulate within the closed air duct.

19. A power supply system, characterized in that, It includes a power supply and a liquid-cooled charging pile as described in any one of claims 1 to 18, wherein the power supply is electrically connected to the liquid-cooled charging pile.

Images