Electric vehicle

Abstract

The embodiment of the application provides an electric vehicle, which comprises a power battery, a heat exchanger, a liquid storage tank, an in-vehicle pipeline, a liquid injection port and a liquid discharge port. The liquid cooling flow channel of the power battery is connected with the in-vehicle pipeline, the liquid storage tank is used for providing cooling liquid to the in-vehicle pipeline, and the liquid injection port and the liquid discharge port are respectively used for connecting with an out-of-vehicle liquid cooling device. The electric vehicle is used for conducting one of an in-vehicle cooling loop in the in-vehicle pipeline, an out-of-vehicle cooling loop and a liquid discharge channel of the liquid storage tank. 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 received from the out-of-vehicle liquid cooling device to the liquid cooling flow channel through the liquid injection port 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 port. The liquid discharge channel of the liquid storage tank is used for conveying the cooling liquid flowing out of the liquid storage tank to the out-of-vehicle liquid cooling device through the liquid injection port or the liquid discharge port.

Description

Technical Field

[0001] This application relates to the field of charging, and more specifically, to an electric vehicle. Background Technology

[0002] As the penetration rate of electric vehicles increases and users demand faster charging speeds, charging equipment, as a supporting infrastructure, is constantly evolving towards higher-power supercharging devices to achieve rapid charging of electric vehicle batteries at a rate of "one kilometer per second." However, with the continuous increase in charging power, the heat generated by the battery during charging also increases significantly, leading to a decrease in battery efficiency and safety. Furthermore, the current thermal management systems built into electric vehicles have limited heat dissipation capabilities and cannot adequately meet the ever-increasing heat dissipation requirements of the battery during high-power fast charging. Summary of the Invention

[0003] This application provides an electric vehicle that can simultaneously dissipate heat from the power battery via coolant supplied by an external liquid cooling system, and also drain excess coolant from the reservoir to the external liquid cooling system through a designated drain channel. This not only meets the heat dissipation requirements of the power battery during high-power fast charging, improving the battery's charging efficiency and safety, but also enables automatic draining of the reservoir without manual intervention, thereby improving draining efficiency and user experience.

[0004] In a first aspect, an electric vehicle is provided. The electric vehicle includes a power battery, a heat exchanger, a coolant reservoir, internal piping, a coolant inlet, and a coolant outlet. The power battery includes a liquid cooling channel, which is connected to the internal piping. The coolant reservoir supplies coolant to the internal piping. The coolant inlet connects to the outlet of an external liquid cooling system, and the coolant outlet connects to the return port of the external liquid cooling system. The electric vehicle is used to connect one of the internal cooling circuit, the external cooling circuit, and the coolant reservoir drain channel within the internal piping. The internal cooling circuit delivers coolant flowing from the liquid cooling channel to the heat exchanger and vice versa. The external cooling circuit delivers coolant received from the external liquid cooling system through the coolant inlet to the liquid cooling channel and vice versa. The coolant reservoir drain channel delivers coolant flowing from the reservoir to the external liquid cooling system through either the coolant inlet or the coolant outlet.

[0005] Based on the above design, when the power battery is not being fast-charged at high power, the heat exchanger can dissipate heat from the power battery by connecting the in-vehicle cooling circuit. When the power battery is being fast-charged at high power, by connecting the inlet and outlet ports to the external liquid cooling system and connecting the external cooling circuit, the coolant in the external liquid cooling system can circulate between the external liquid cooling system and the liquid cooling channels, thereby achieving heat dissipation from the power battery by the external liquid cooling system. This meets the heat dissipation requirements of the power battery during high-power fast charging, improving the efficiency and safety of the power battery during charging.

[0006] Furthermore, by connecting the injection port and drain port to the external liquid cooling system and opening the drain channel of the reservoir, excess coolant in the reservoir can be drained to the external liquid cooling system, preventing problems such as abnormal pressure and coolant overflow caused by excessive coolant in the reservoir. Moreover, the opening of the reservoir drain channel can be controlled by the electric vehicle, eliminating the need for manual draining of the reservoir, thus improving drainage efficiency and user experience.

[0007] In one implementation, the in-vehicle piping also includes a coolant reservoir replenishment channel, which is used to transport coolant received from the external liquid cooling equipment from the injection port to the coolant reservoir.

[0008] Based on the above design, by connecting the injection port and drain port to the external liquid cooling system and opening the coolant replenishment channel in the reservoir, coolant flowing from the external liquid cooling system can flow into the reservoir, thus replenishing the reservoir and preventing insufficient coolant levels. Furthermore, the opening of the reservoir replenishment channel can be controlled by the electric vehicle, eliminating the need for manual replenishment and improving both the efficiency of the reservoir's drainage and the user experience.

[0009] In one implementation, 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 system from the injection port 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 liquid cooling channel to the drain port. Alternatively, one three-way valve has a first port and a third port for conveying coolant flowing out of the heat exchange channel outlet 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 liquid cooling channel outlet to the inlet of the heat exchange channel.

[0010] Based on the above design, electric vehicles can switch the flow path of coolant in the liquid cooling channel by adjusting the on / off state between different valve ports in each three-way valve. This allows them to adjust the on / off state of the in-vehicle cooling circuit between the liquid cooling channel and the heat exchanger, as well as the external cooling circuit between the liquid cooling channel and the injection and drainage ports. Furthermore, electric vehicles can utilize either the in-vehicle or external cooling circuits to dissipate heat from the power battery, meeting the battery's cooling requirements in different application scenarios, such as during normal vehicle operation and during high-power fast charging.

[0011] In one implementation, the pipeline between the outlet of the liquid-cooled flow channel and the first valve port of another three-way valve is connected in parallel to the liquid storage tank. The electric vehicle also includes two two-way valves. The liquid supply port of the liquid storage tank is connected to the outlet of the liquid-cooled flow channel via one two-way valve, and the liquid supply port of the liquid storage tank is connected to the first valve port of another three-way valve via the other two-way valve. The liquid inlet is connected to the liquid supply port of the liquid storage tank via a three-way valve, the liquid-cooled flow channel, a two-way valve, and the liquid supply port to form a liquid supply channel for the liquid storage tank. The liquid supply port of the liquid storage tank is connected to the drain port via another two-way valve and another three-way valve to form a drain channel for the liquid storage tank.

[0012] In one implementation, the pipeline between the third port of another three-way valve and the liquid inlet of the heat exchange channel is connected in parallel to the liquid storage tank. The electric vehicle also includes two two-way valves. The liquid supply port of the liquid storage tank is connected to the third port of the other three-way valve via one two-way valve, and the liquid supply port of the liquid storage tank is connected to the liquid inlet of the heat exchange channel via the other two-way valve. The liquid injection port is connected to the liquid supply port of the liquid storage tank via one three-way valve, a liquid cooling channel, another three-way valve, and one two-way valve to form a liquid supply channel for the liquid storage tank. The liquid supply port of the liquid storage tank is connected to the drain port via another two-way valve, the heat exchange channel, one three-way valve, a liquid cooling channel, and another three-way valve to form a drain channel for the liquid storage tank.

[0013] In one implementation, the electric vehicle further includes two two-way valves. The liquid reservoir's replenishment port is connected to the liquid outlet of the liquid cooling channel via one two-way valve, and the liquid reservoir's supply port is connected to the liquid inlet of the heat exchange channel via the other two-way valve. The liquid injection port is connected to the liquid reservoir's replenishment port via a three-way valve, the liquid cooling channel, and a two-way valve to form a liquid reservoir replenishment channel. The liquid reservoir's supply port is connected to the drain port via another two-way valve, the heat exchange channel, a three-way valve, the liquid cooling channel, and another three-way valve to form a liquid reservoir drain channel.

[0014] Based on the above design, the liquid supply port and liquid replenishment port of the reservoir can be connected in parallel to a section of a multi-section pipeline connected between the liquid cooling channel, the heat exchanger, and the two multi-way valves via two-way valves. This improves the flexibility of the connection between the reservoir and the vehicle's cooling circuit, and allows the electric vehicle to adjust the on / off states of the in-vehicle cooling circuit, the external cooling circuit, the reservoir drain channel, and the reservoir replenishment channel by adjusting the on / off states of different valve ports in each three-way valve and each two-way valve, thereby meeting the heat dissipation requirements of the power battery, the draining requirements of the reservoir, and the replenishment requirements.

[0015] Furthermore, in practical applications, the coolant supply port of the reservoir can be used to supply coolant to the in-vehicle cooling circuit between the liquid cooling channels and the heat exchanger, allowing the heat exchanger to use the coolant to dissipate heat from the power battery, or it can be used to drain coolant from external liquid cooling equipment. This eliminates the need for a separate drain port on the reservoir for draining coolant from external liquid cooling equipment, thereby reducing the number of interfaces and structural complexity within the reservoir.

[0016] In one implementation, the third port of a three-way valve is used to receive coolant flowing from the outlet of the heat exchange channel through a liquid storage tank. The outlet of the liquid storage tank is connected to the third port of the three-way valve, and the inlet of the liquid storage tank is connected to the outlet of the heat exchange channel. A liquid injection port is connected to the inlet of the liquid storage tank via a three-way valve, a liquid cooling channel, another three-way valve, the heat exchange channel, and the liquid storage tank to form a liquid supply channel. The outlet of the liquid storage tank is connected to the drain port via a three-way valve, a liquid cooling channel, and another three-way valve to form a drain channel.

[0017] In one implementation, the inlet of the heat exchange channel is used to receive coolant flowing from the third port of another three-way valve via a liquid storage tank. The outlet of the liquid storage tank is connected to the inlet of the heat exchange channel, and the inlet of the liquid storage tank is also connected to the third port of the other three-way valve. A liquid injection port is connected to the inlet of the liquid storage tank via a three-way valve, a liquid cooling channel, and another three-way valve to form a liquid supply channel for the liquid storage tank. The outlet of the liquid storage tank is connected to the drain port via the heat exchange channel, a three-way valve, a liquid cooling channel, and another three-way valve to form a drain channel for the liquid storage tank.

[0018] Based on the above design, the outlet and inlet of the coolant reservoir can be connected in series in the vehicle's in-flight cooling circuit between the liquid cooling channel and the heat exchanger. This allows the heat exchanger to utilize the coolant flowing from the reservoir's outlet to dissipate heat from the battery. In other words, the reservoir can function as a water supply tank for the in-flight cooling circuit. Furthermore, since the reservoir's drain channel is formed by both the in-flight and external cooling circuits connecting the reservoir's outlet and the electric vehicle's drain port, and the reservoir's replenishment channel is formed by both the in-flight and external cooling circuits connecting the reservoir's inlet and filler port, adjusting the on / off states of the two three-way valves not only switches the flow direction of the coolant in the liquid cooling channel but also adjusts the on / off states of the reservoir's replenishment and drain channels.

[0019] This eliminates the need for separate control valves in electric vehicles to adjust the on / off state of the liquid tank drain and replenishment channels, and also eliminates the need for separate replenishment and drain ports in the liquid tank. This reduces the structural complexity of electric vehicles and facilitates cost optimization.

[0020] In one implementation, each three-way valve includes a housing and a valve core. The housing accommodates the valve core, which is axially rotatable around the housing. The housing includes an outer peripheral surface and a bottom surface. One end of the outer peripheral surface along the axial direction of the housing is connected to the bottom surface. A first valve port is located on the bottom surface, and a second and third valve port are spaced apart along the circumferential direction of the housing on the outer peripheral surface. The circumferential direction of the housing is the direction of rotation of the valve core. The valve core includes two interfaces connected by an internal channel. One interface is located on the surface of the valve core along the axial direction of the housing facing the first valve port, and this interface communicates with the first valve port. The other interface is located on the surface of the valve core along the radial direction of the housing facing the outer peripheral surface, and this interface communicates with either the second or third valve port.

[0021] Based on the above design, the two ports in the valve core are connected, and one port is also connected to the first valve port in the housing. The other port can rotate circumferentially along the housing, driven by the circumferential rotation of the valve core. Thus, when this other port rotates to a position aligned with the second or third valve port in the housing, the second or third valve port can connect to the first valve port through the two connected ports. Alternatively, when this other port rotates to a position aligned with the gap between the second and third valve ports, the housing at the gap position can cover this other port, thereby disconnecting the passage between the first, second, and third valve ports. This allows the three-way valve to be in a closed state and prevents internal leakage between the different valve ports, thereby improving the reliability of the three-way valve.

[0022] In one implementation, the electric vehicle further includes a water pump and two two-way valves. The water pump is connected between the third port of another three-way valve and the inlet of the heat exchange channel, or the water pump is connected between the outlet of the heat exchange channel and the third port of a three-way valve. The second and third ports of one three-way valve are also used, driven by the water pump, to deliver coolant flowing from the outlet of the heat exchange channel through a filling port to the external liquid cooling equipment. The pipeline between the outlet of the liquid cooling channel and the first port of the other three-way valve is connected in parallel to the reservoir. The reservoir's replenishment port is connected to the outlet of the liquid cooling channel via a two-way valve, and the reservoir's supply port is connected to the first port of another three-way valve via another two-way valve. The filling port is connected to the reservoir's replenishment port via a three-way valve, the liquid cooling channel, and a two-way valve to form a reservoir replenishment channel. The liquid supply port of the storage tank is connected to the liquid injection port through another two-way valve, another three-way valve, a heat exchange channel, and another three-way valve to form the liquid discharge channel of the storage tank.

[0023] In one implementation, the electric vehicle further includes a water pump and two two-way valves. The water pump is connected between the third port of another three-way valve and the inlet of the heat exchange channel, or the water pump is connected between the outlet of the heat exchange channel and the third port of a three-way valve. The second and third ports of one three-way valve are also used, driven by the water pump, to deliver coolant flowing from the outlet of the heat exchange channel to the external liquid cooling equipment through the injection port. The pipeline between the third port of the other three-way valve and the inlet of the heat exchange channel is connected in parallel to the reservoir. The reservoir's replenishment port is connected to the third port of the other three-way valve via a two-way valve, and the reservoir's supply port is connected to the inlet of the heat exchange channel via another two-way valve. The injection port is connected to the reservoir's replenishment port via a three-way valve, a liquid cooling channel, another three-way valve, and a two-way valve to form a reservoir replenishment channel. The liquid supply port of the storage tank is connected to the liquid injection port through another two-way valve, a heat exchange channel, and a three-way valve to form the liquid discharge channel of the storage tank.

[0024] In one implementation, the electric vehicle further includes a water pump and two two-way valves. The water pump is connected between the third port of another three-way valve and the inlet of the heat exchange channel, or the water pump is connected between the outlet of the heat exchange channel and the third port of a three-way valve. The second and third ports of the three-way valve are also used, driven by the water pump, to deliver coolant flowing from the outlet of the heat exchange channel to the external liquid cooling equipment through the injection port. The reservoir's replenishment port is connected to the outlet of the liquid cooling channel via a two-way valve, and the reservoir's supply port is connected to the inlet of the heat exchange channel via another two-way valve. The injection port is connected to the reservoir's replenishment port via a three-way valve, a liquid cooling flow channel, a two-way valve, and the reservoir's replenishment port to form a reservoir replenishment channel. The reservoir's supply port is connected to the injection port via another two-way valve, the heat exchange channel, a three-way valve, and to form a reservoir drainage channel.

[0025] Based on the above design, the coolant supply port and replenishment port of the reservoir can be connected in parallel to the vehicle's cooling circuit, which connects the liquid cooling channel, the heat exchanger, and the two multi-way valves, respectively, via two-way valves. Furthermore, the water pump can provide the driving force for the coolant to flow from the heat exchange channel to the three-way valve connecting the outlet and inlet of the heat exchange channel. Thus, when the vehicle's cooling circuit is active, the driving force provided by the water pump can drive the coolant to circulate within the vehicle's cooling circuit, thereby achieving heat dissipation from the power battery by the heat exchanger.

[0026] Furthermore, since the coolant supply port of the reservoir is connected to the injection port through the outlet of the heat exchange channel to form a reservoir drainage channel, the driving force provided by the water pump can also be used to drive the coolant flowing from the reservoir supply port through the reservoir drainage channel to the injection port, thereby enabling the coolant supply port of the reservoir to drain to the external liquid cooling equipment through the injection port. Consequently, electric vehicles do not need separate water pumps for driving the flow of coolant in the vehicle's cooling circuit and for driving the flow of coolant in the reservoir drainage channel, thus reducing the number of water pumps used in electric vehicles and lowering the cost of electric vehicles.

[0027] In one implementation, the third port of a three-way valve is used to receive coolant flowing from the outlet of the heat exchange channel through a reservoir. The outlet of the reservoir is connected to the third port of the three-way valve, and the inlet of the reservoir is connected to the outlet of the heat exchange channel. The electric vehicle also includes a water pump connected between the third port of another three-way valve and the inlet of the heat exchange channel, or the water pump and the reservoir are connected in series between the outlet of the heat exchange channel and the third port of a three-way valve. The second and third ports of the three-way valve are also used, driven by the water pump, to deliver the coolant flowing from the outlet of the reservoir to an external liquid cooling device through a filling port. The filling port is connected to the inlet of the reservoir via a three-way valve, a liquid cooling channel, another three-way valve, the heat exchange channel, and the reservoir to form a reservoir replenishment channel; the outlet of the reservoir is connected to the filling port via a three-way valve to form a reservoir drainage channel.

[0028] In one implementation, the inlet of the heat exchange channel is used to receive coolant flowing from the third port of another three-way valve via a reservoir. The outlet of the reservoir is connected to the inlet of the heat exchange channel, and the inlet of the reservoir is also connected to the third port of the other three-way valve. The electric vehicle also includes a water pump, which, along with the reservoir, is connected in series between the third port of the other three-way valve and the inlet of the heat exchange channel, or the water pump is connected between the outlet of the heat exchange channel and the third port of a three-way valve. The second and third ports of a three-way valve are also used, driven by the water pump, to deliver coolant flowing from the outlet of the heat exchange channel to an external liquid cooling system via an injection port. The injection port is connected to the inlet of the reservoir via a three-way valve, a liquid cooling channel, another three-way valve, forming a reservoir replenishment channel. The outlet of the reservoir is connected to the injection port via the heat exchange channel and a three-way valve, forming a reservoir drainage channel.

[0029] Based on the above design, the outlet and inlet of the coolant reservoir can be connected in series in the vehicle's in-flight cooling circuit between the liquid cooling channel and the heat exchanger. The water pump can provide the driving force for the coolant to flow from the heat exchange channel to the three-way valve connecting the outlet and inlet of the heat exchange channel. Thus, when the in-flight cooling circuit is active, the driving force provided by the water pump can drive the coolant to circulate within the in-flight cooling circuit, thereby achieving heat dissipation from the power battery by the heat exchanger.

[0030] Furthermore, since the coolant outlet of the reservoir forms a drain channel with the filler port via a three-way valve, the driving force provided by the water pump can also be used to drive the coolant flowing from the reservoir outlet through the drain channel to the filler port, thus enabling the coolant outlet of the reservoir to drain to the external liquid cooling equipment through the filler port. Consequently, electric vehicles do not need separate water pumps for driving the flow of coolant in the vehicle's cooling circuit and for driving the flow of coolant in the reservoir drain channel, thereby reducing the number of water pumps used in electric vehicles and lowering the cost of electric vehicles.

[0031] In one implementation, each three-way valve includes a housing and a valve core. The housing accommodates the valve core, which rotates axially around the housing. The housing includes an outer peripheral surface and a bottom surface. One end of the outer peripheral surface along the axial direction of the housing is connected to the bottom surface. A first valve port is located on the bottom surface. A second and third valve ports are spaced apart along the circumferential direction of the housing on the outer peripheral surface, and the central angle between the second and third valve ports along the circumferential direction of the housing is not equal to 180°. The circumferential direction of the housing is the direction of rotation of the valve core. The valve core includes three interfaces, any two of which are connected through an internal channel. One interface is located on the surface of the valve core along the axial direction of the housing facing the first valve port, and this interface is connected to the first valve port. The other two interfaces are located on the surface of the valve core along the radial direction of the housing facing the outer peripheral surface, and these two interfaces are respectively connected to the second and third valve ports.

[0032] Based on the above design, the three ports in the valve core are connected in pairs, and one port is also connected to the first valve port in the housing. The other two ports can rotate circumferentially along the housing as the valve core rotates. Thus, when the other two ports rotate to positions aligned with the second and third valve ports in the housing, the second and third valve ports can connect to the other valve ports through their aligned ports, thereby achieving pairwise connectivity between the first, second, and third valve ports. Alternatively, when one of the other two ports rotates to a position aligned with the gap between the second and third valve ports, and the other port rotates to a position aligned with either the second or third valve port, the second or third valve port can connect to the first valve port through its aligned port.

[0033] Alternatively, when the other two ports are rotated to align with the gap between the second and third valve ports, the housing at the gap position can cover the other two ports, thereby disconnecting the passage between the first, second, and third valve ports. This allows the three-way valve to be in a closed state and prevents internal leakage between the different valve ports, thus improving the reliability of the three-way valve. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of a charging device for charging an electric vehicle, as provided in an embodiment of this application.

[0035] Figure 2 This is a structural schematic diagram of an electric vehicle provided in an embodiment of this application.

[0036] Figure 3 This is a schematic diagram of the specific structure of an electric vehicle provided in an embodiment of this application.

[0037] Figure 4 This is one of the embodiments provided in this application. Figure 3 The diagram shows the principle of the electric vehicle's internal cooling circuit.

[0038] Figure 5 This is one of the embodiments provided in this application. Figure 3 The diagram shows the principle of the external cooling circuit of an electric vehicle.

[0039] Figure 6 This is one of the embodiments provided in this application. Figure 3 The diagram shows the principle of the electric vehicle's liquid storage tank drainage channel.

[0040] Figure 7 This is one of the embodiments provided in this application. Figure 3 The diagram shows the principle of the electric vehicle's liquid replenishment channel to the liquid storage tank.

[0041] Figure 8 This is one of the embodiments provided in this application. Figures 3 to 7 The diagram shows the main structural view of the three-way valve 46.

[0042] Figures 9 to 11 These are one of the embodiments provided in this application. Figure 8 The diagram shows a side view of the three-way valve 46.

[0043] Figure 12 This is a schematic diagram of the specific structure of another electric vehicle provided in the embodiments of this application.

[0044] Figure 13 This is one of the embodiments provided in this application. Figure 12 The diagram shows the main structural view of the three-way valve 46.

[0045] Figures 14 to 16 These are one of the embodiments provided in this application. Figure 13 The diagram shows a side view of the three-way valve 46.

[0046] Figures 17 to 25 These are schematic diagrams illustrating the specific structure of another electric vehicle provided in the embodiments of this application. Detailed Implementation

[0047] To facilitate understanding of the embodiments of this application, the following points will be explained before introducing the embodiments of this application.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] The technical solution in this application will now be described with reference to the accompanying drawings.

[0052] First, to facilitate understanding of the technical solutions provided in the embodiments of this application, the application scenarios applicable to the embodiments of this application will be introduced.

[0053] Figure 1 This is a schematic diagram of a scenario where a charging device 10 charges an electric vehicle 20, as provided in an embodiment of this application.

[0054] Combination Figure 1 In (a) and (b), the charging device 10 is used to receive the alternating current output from the power grid 30, convert the alternating current into direct current, and then deliver it to the electric vehicle 20 to charge the electric vehicle 20.

[0055] In some embodiments, such as Figure 1 As shown in (a), the charging device 10 is a split-type charging device. Specifically, the charging device 10 includes a charging host 11, multiple charging terminals 12, and multiple charging guns 13.

[0056] The charging host 11 includes multiple power conversion devices (not shown in the figure), which convert the AC power output from the grid 30 into stable DC power and then deliver it to each charging terminal 12. These power conversion devices may include, for example, multiple alternating current-to-direct current (AC-DC) converters and multiple direct current-to-direct current (DC-DC) converters.

[0057] In addition, each charging terminal 12 is fixed with at least one charging gun 13, and each charging gun 13 is used to connect to the charging socket of the electric vehicle 20. Each charging terminal 12 is used to transmit DC power received from multiple power conversion devices to the electric vehicle 20 through the charging gun 13 fixed to itself. In a specific implementation, an electric vehicle 20 may be connected to one or more charging guns 13.

[0058] It should be understood that, in the embodiments of this application, the charging terminal 12 may include a cabinet, a human-machine interface, a charging control unit, and a metering and billing unit, etc., for information interaction, power transmission, and metering and billing with the electric vehicle 20.

[0059] It should also be understood that, in the embodiments of this application, the electric vehicle 20 is a means of transportation driven by electric power. The electric vehicle 20 is a pure electric vehicle (pure EV / battery EV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), or a plug-in hybrid electric vehicle (PHEV), etc.

[0060] In other embodiments, such as Figure 1 As shown in (b), the charging device 10 is an integrated charging device. Specifically, the human-machine interface, charging control unit, and metering and billing unit in the charging terminal 12 can be housed together with multiple power conversion devices in the charging host 11, and the charging gun 13 is also directly fixed to the charging host 11. In this way, the charging device 10 may only include the charging host 11 and one or more charging guns 13 fixed to the charging host 11, without including the charging terminal 12.

[0061] As described in the background section above, in order to improve the charging speed of the electric vehicle 20, the charging power delivered to the electric vehicle by the multiple power conversion devices in the charging equipment 10 through the charging gun 13 is continuously increased, in order to achieve high-power fast charging of the power battery of the electric vehicle 20, such as achieving megawatt-level supercharging of the electric vehicle 20.

[0062] However, the ever-increasing charging power, especially at the megawatt level, can significantly increase the heat generated by the power battery during charging. Excessive heat can lead to a rise in the battery temperature, affecting the battery's efficiency and safety during charging. Although electric vehicles 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 battery but also for other components 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, and relying solely on it is insufficient to meet the ever-increasing heat dissipation demands of the power battery during high-power fast charging.

[0063] Based on the above, this application provides an electric vehicle comprising a power battery, a heat exchanger, a coolant reservoir, internal piping, a coolant inlet, and a coolant outlet. The power battery includes a liquid cooling channel connected to the internal piping. The coolant reservoir supplies coolant to the internal piping. The coolant inlet connects to the outlet of an external liquid cooling system, and the coolant outlet connects to the return port of the external liquid cooling system. The electric vehicle connects one of the internal cooling circuit, the external cooling circuit, and the coolant reservoir drain channel within the internal piping. The internal cooling circuit transports coolant from the liquid cooling channel to the heat exchanger and vice versa. The external cooling circuit receives coolant from the external liquid cooling system and transports it to the heat exchanger via the inlet, and then transports coolant from the liquid cooling channel to the external liquid cooling system via the drain outlet. The coolant drain channel of the reservoir is used to transport the coolant flowing out of the reservoir to the external liquid cooling equipment through the injection port or drain port.

[0064] Based on the above design, when the power battery is not being fast-charged at high power, the heat exchanger can dissipate heat from the power battery by connecting the in-vehicle cooling circuit. When the power battery is being fast-charged at high power, by connecting the inlet and outlet ports to the external liquid cooling system and connecting the external cooling circuit, the coolant in the external liquid cooling system can circulate between the external liquid cooling system and the liquid cooling channels, thereby achieving heat dissipation from the power battery by the external liquid cooling system. This meets the heat dissipation requirements of the power battery during high-power fast charging, improving the efficiency and safety of the power battery during charging.

[0065] Furthermore, by connecting the injection port and drain port to the external liquid cooling system and opening the drain channel of the reservoir, excess coolant in the reservoir can be drained to the external liquid cooling system, preventing problems such as abnormal pressure and coolant overflow caused by excessive coolant in the reservoir. Moreover, the opening of the reservoir drain channel can be controlled by the electric vehicle, eliminating the need for manual draining of the reservoir, thus improving drainage efficiency and user experience.

[0066] The electric vehicle provided in the embodiments of this application will now be described in conjunction with the accompanying drawings.

[0067] Figure 2 This is a schematic diagram of the structure of an electric vehicle 40 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.

[0068] See Figure 2The electric vehicle 40 includes a power battery 41 and a charging interface 42. The power battery 41 includes one or more battery packs 411, which are connected in series and / or in parallel. The charging interface 42 is used to transfer electrical energy received from a DC power source to the power battery 41 to charge the battery packs 411 within the power battery 41.

[0069] For example, the DC power supply can be Figure 2 The charging device 50 shown includes multiple charging modules 51 and a charging gun 52. The charging modules 51 can be, for example, those described above. Figure 1 The DC-DC converter in this embodiment has multiple charging modules 51 connected in parallel. The output terminals of these modules are connected to the positive DC+ and negative DC- plugs in the charging gun 52. These plugs also connect to the positive DC+ and negative DC- interfaces in the charging interface 42, respectively. Thus, when the charging gun 52 is connected to the charging interface 42, the electrical energy output from the multiple charging modules 51 can be delivered to the power battery 41 through the charging gun 52 and the charging interface 42 to charge the battery pack 411 within the power battery 41.

[0070] It should be understood that charging device 50 can be Figure 1 For a detailed description of the charging device 10 shown, please refer to [link / reference needed]. Figure 1 The relevant descriptions of the embodiments shown will not be repeated here.

[0071] In some embodiments, see further reference. Figure 2 The power battery 41 also includes a liquid cooling channel 412, which is used for thermal contact with the battery pack 11. 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 and achieve heat dissipation of the battery pack 411.

[0072] 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.

[0073] In some embodiments, see further reference. Figure 2 The electric vehicle also includes internal piping M, a heat exchanger 43, a coolant tank 44, a coolant inlet 451, and a coolant outlet 452. The liquid cooling channel 412 connects to the internal piping M, and the coolant tank 44 stores coolant and supplies coolant to the internal piping M. The coolant inlet 451 connects to the outlet of the external liquid cooling system, and the coolant outlet 452 connects to the return outlet of the external liquid cooling system.

[0074] In addition, the vehicle's internal piping M includes an internal cooling circuit M1, an external cooling circuit M2, and a coolant reservoir drain channel M3. The internal cooling circuit M1 is used to transport coolant flowing from the liquid cooling channel 412 to the heat exchanger 43, and vice versa. The external cooling circuit M2 is used to transport coolant received from the external liquid cooling equipment through the injection port 451 to the liquid cooling channel 412, and vice versa to the external liquid cooling equipment through the drain port 452. The coolant reservoir drain channel M3 is used to transport coolant flowing from the reservoir 44 to the external liquid cooling equipment through either the injection port 451 or the drain port 452.

[0075] The following sections will describe the in-vehicle cooling circuit M1, the external cooling circuit M2, and the liquid reservoir drain channel M3.

[0076] In this embodiment, the in-vehicle cooling circuit M1 may include a pipe connecting the outlet of the heat exchanger 43 and the inlet 4122 of the liquid cooling channel 412, and a pipe connecting the outlet 4121 of the liquid cooling channel 412 and the inlet of the heat exchanger 43. Thus, by connecting the in-vehicle cooling circuit M1, the coolant can circulate between the liquid cooling channel 412 and the heat exchanger 43, thereby achieving heat dissipation from the heat exchanger 43 for the power battery 41.

[0077] For example, the heat exchanger 43 includes two heat exchange channels, namely heat exchange channel 431 and heat exchange channel 432. The inlet 4312 of heat exchange channel 431 is connected to the outlet 4121 of liquid cooling channel 412, and the outlet 4311 of heat exchange channel 431 is connected to the inlet 4122 of liquid cooling channel 412. In other words, the in-vehicle cooling circuit M1 includes a pipe connecting the inlet 4312 of heat exchange channel 431 and the outlet 4121 of liquid cooling channel 412, and a pipe connecting the outlet 4311 of heat exchange channel 431 and the inlet 4122 of liquid cooling channel 412.

[0078] Furthermore, heat exchange channel 432 is used to exchange heat with heat exchange channel 431 to cool the coolant circulating in heat exchange channel 431 and liquid cooling channel 412. For example, heat exchange channel 432 can be connected in series with a compressor, condenser, and expansion valve to form a cooling circuit. By circulating the refrigerant in this cooling circuit, heat exchange between heat exchange channel 432 and heat exchange channel 431 can be achieved.

[0079] In this embodiment, the external cooling circuit M2 may include a pipe connecting the injection port 451 and the inlet 4122 of the liquid cooling channel 412, and a pipe connecting the outlet 4121 and the drain port 452 of the liquid cooling channel 412. Thus, when the injection port 451 is connected to the outlet of the external liquid cooling device and the drain port 452 is connected to the return port of the external liquid cooling device, by connecting the external cooling circuit M2, the coolant flowing from the external liquid cooling device can flow into the liquid cooling channel 412 through the injection port 451 to absorb the heat generated by the battery pack 411. The coolant, after absorbing heat, can flow out from the outlet 4121 of the liquid cooling channel 412 and return to the external liquid cooling device through the drain port 452 for cooling by the external liquid cooling device. This achieves heat dissipation for the power battery 41 by the external liquid cooling device.

[0080] It should be understood that, in the embodiments of this application, the external liquid cooling device can refer to a device located outside the electric vehicle 40, which can output coolant to the electric vehicle 40 and cool the coolant flowing out of the electric vehicle 40.

[0081] For example, the external liquid cooling device can be Figure 2 The charging device 50 shown includes a thermal management system 53. The thermal management system 53 includes a compressor 531, a heat exchanger 532, an expansion valve 533, and a condenser 534. The heat exchanger 532 includes two heat exchange channels, namely heat exchange channel 5321 and heat exchange channel 5322. The compressor 531, heat exchange channel 5321, expansion valve 533, and condenser 534 are sequentially connected to form a cooling circuit. By circulating refrigerant through this cooling circuit, the coolant flowing in the heat exchange channel 5322 can be cooled.

[0082] Furthermore, the outlet of the heat exchange channel 5322 is connected to the outlet head 541 in the charging device 50, and the inlet of the heat exchange channel 5322 is connected to the inlet head 542 in the charging device 50. The outlet head 541 is also used to connect to the injection port 451 of the electric vehicle 40, and the inlet head 542 is also used to connect to the drain port 452 of the electric vehicle 40. In this way, when the outlet head 541 is connected to the injection port 451, the inlet head 542 is connected to the drain port 452, and the external cooling circuit M2 in the electric vehicle 40 is conductive, the coolant in the thermal management system 53 can circulate between the heat exchange channel 5322 and the liquid cooling channel 412, thereby realizing the heat dissipation of the power battery 41 by the thermal management system 53.

[0083] It should be understood that, in specific implementation, the liquid outlet 541 and the liquid inlet 542 can be installed together in the charging gun 52, or the charging device 50 may include a liquid cooling gun in addition to the charging gun 52, with the liquid outlet 541 and the liquid inlet 542 installed together in the liquid cooling gun.

[0084] In this embodiment, the coolant drain channel M3 may include a pipe through which coolant flows from the coolant tank 44 to the injection port 451, or it may include a pipe through which coolant flows from the coolant tank 44 to the drain port 452. Thus, when the injection port 451 is connected to the outlet of the external liquid cooling system and the drain port 452 is connected to the return port of the external liquid cooling system, the coolant in the coolant tank 44 can be drained to the external liquid cooling system through the injection port 451 or the drain port 452 by opening the coolant drain channel M3.

[0085] For example, such as Figure 2 As shown, the coolant supply port 441 of the reservoir 44 is used to supply coolant to the vehicle cooling circuit M1, so that the heat exchanger 43 can dissipate heat from the power battery 41 through the coolant supplied by the reservoir 44. Furthermore, the coolant supply port 441 of the reservoir 44 can also be connected to the drain port 452 to form a reservoir drain channel M3, so that excess coolant in the reservoir 44 can be drained through the drain port 452 to the external liquid cooling equipment.

[0086] It should be understood that the specific structure of the connection between the liquid supply port 441 and the liquid drain port 452 of the liquid storage tank 44 to form the liquid storage tank drainage channel M3 will be described below; the above is only a brief description.

[0087] Based on the above analysis, in practical applications, the electric vehicle 40 can selectively connect one of the in-vehicle cooling circuit M1, the external cooling circuit M2, and the liquid storage tank drainage channel M3, based on the heat dissipation requirements of the power battery 41 or the drainage requirements of the liquid storage tank 44.

[0088] For example, when the electric vehicle 40 is in normal operation, the electric vehicle 40 can activate the in-vehicle cooling circuit M1 so that the heat exchanger 43 can use the coolant supplied from the supply port 441 of the reservoir 44 to the in-vehicle cooling circuit M1 to dissipate heat from the power battery 41. Alternatively, when the inlet port 451 and outlet port 452 of the electric vehicle 40 are respectively connected to the external liquid cooling equipment and the electric vehicle 40 is fast charging at high power, the electric vehicle 40 can activate the external cooling circuit M2 to use the coolant provided by the external liquid cooling equipment to dissipate heat from the power battery 41, for example, by using the thermal management system 53 in the charging equipment 50 to dissipate heat from the power battery 41.

[0089] For example, when the liquid inlet 451 and the liquid outlet 452 of the electric vehicle 40 are respectively connected to the external liquid cooling equipment, and there is too much coolant in the liquid tank 44, the electric vehicle 40 can open the liquid tank drain channel M3 to drain the excess coolant in the liquid tank 44 to the external liquid cooling equipment through the liquid inlet 451 or the liquid outlet 452.

[0090] It should be understood that in practical applications, abnormal replenishment of the coolant reservoir 44, component failures in the cooling system of the electric vehicle 40, and blockages in the coolant lines can all lead to excessive coolant in the reservoir 44. Furthermore, as the heat exchanger 43 in the electric vehicle 40 and the external liquid cooling equipment work together to dissipate heat from the power battery 41 over a long period, the conduction states of the internal cooling circuit M1 and the external cooling circuit M2 in the internal piping M constantly switch. During this switching process, coolant flowing from the external liquid cooling equipment may flow into the reservoir 44 through the internal piping M, causing the coolant volume in the reservoir 44 to increase. Excessive coolant can easily affect the stable operation of the reservoir 44; therefore, it is necessary to drain the coolant from the reservoir 44 in a timely manner.

[0091] However, currently, draining the coolant from the reservoir 44 mostly requires manual operation. For example, if there is too much coolant in the reservoir 44 and it needs to be drained, the user needs to drive the electric vehicle 40 to a designated repair location, where a repairman will open the drain port of the reservoir 44 and manually drain the coolant. This draining process for the reservoir 44 is rather cumbersome and affects the user experience.

[0092] In this embodiment, the coolant drain channel M3 of the reservoir 44 can be opened by controlling the electric vehicle 40, so that the coolant in the reservoir 44 can be discharged to the external liquid cooling equipment through the drain channel M3. This eliminates the need for manual draining of the reservoir 44, thereby preventing problems such as abnormal pressure and coolant overflow caused by excessive coolant in the reservoir 44, while also improving the draining efficiency of the reservoir 44 and the user experience.

[0093] In some embodiments, see further reference. Figure 2 The in-vehicle piping M also includes a coolant reservoir replenishment channel M4, which is used to transport coolant received from the external liquid cooling equipment from the injection port 451 to the coolant reservoir 44. In other words, the coolant reservoir replenishment channel M4 includes a pipeline for coolant to flow from the injection port 451 into the coolant reservoir 44.

[0094] For example, such as Figure 2 As shown, the liquid inlet 442 of the reservoir is connected to the outlet 4121 of the liquid cooling channel 412, so that the injection port 451 can be connected to the liquid inlet 442 of the reservoir 44 through the liquid cooling channel 412 to form a liquid replenishment channel M4 for the reservoir. In this way, when the injection port 451 and the outlet 452 are respectively connected to the external liquid cooling equipment and the liquid replenishment channel M4 of the reservoir is open, the coolant flowing out from the external liquid cooling equipment can flow into the reservoir 44 through the injection port 451 and the liquid cooling channel 412 to replenish the liquid inlet 44.

[0095] It should be understood that in practical applications, as the heat exchanger 43 continuously dissipates heat from the power battery 41, the coolant output from the supply port 441 of the reservoir 44 to the vehicle cooling circuit M1 is constantly consumed, and the coolant in the reservoir 44 decreases accordingly. Furthermore, as the heat exchanger 43 in the electric vehicle 40 and the external liquid cooling equipment work together for a long time to dissipate heat from the power battery 41, the connection between the injection port 451 and the drain port 452 and the external liquid cooling equipment needs to be repeatedly disconnected, and the conduction state of the vehicle cooling circuit M1 and the external cooling circuit M2 is constantly switching.

[0096] During the aforementioned process, coolant flowing from the supply port 441 of the reservoir 44 may leak through the vehicle's internal piping M from the filling port 451 or the drain port 452, or it may flow into the external liquid cooling system through the filling port 451, resulting in a decrease in the coolant in the reservoir 44. Insufficient coolant can also affect the stable operation of the reservoir 44, therefore, it is necessary to replenish the reservoir 44 promptly. However, similar to draining the coolant from the reservoir 44, replenishing the coolant currently mostly requires manual operation, which is cumbersome and negatively impacts the user experience.

[0097] In this embodiment, the coolant replenishment channel M4 of the reservoir can be controlled by the electric vehicle 40, so that the coolant flowing from the external liquid cooling equipment can be delivered to the reservoir 44 through the injection port 451 and the coolant replenishment channel M4. This eliminates the need for manual replenishment of the reservoir 44, thereby preventing insufficient coolant in the reservoir 44, improving the replenishment efficiency of the reservoir 44, and enhancing the user experience.

[0098] The following describes the specific structure of the in-vehicle cooling circuit M1, the external cooling circuit M2, the liquid reservoir drain channel M3, and the liquid reservoir replenishment channel M4 in the in-vehicle piping M.

[0099] Figure 3 This is one of the embodiments provided in this application. Figure 2 The diagram shows the specific structure of the electric vehicle 40.

[0100] In some embodiments, see Figure 3 The electric vehicle 40 also includes two three-way valves, namely three-way valve 46 and three-way valve 47.

[0101] In this configuration, the first valve port 461, the second valve port 462, and the third valve port 463 of the three-way valve 46 are connected one-to-one with the liquid inlet 4122, the liquid injection port 451 of the liquid cooling channel 412, and the liquid outlet 4311 of the heat exchange channel 431. Similarly, the first valve port 471, the second valve port 472, and the third valve port 473 of the three-way valve 47 are connected one-to-one with the liquid outlet 4121, the liquid drain port 452 of the liquid cooling channel 412, and the liquid inlet 4312 of the heat exchange channel 431.

[0102] Furthermore, the first valve port 461 and the second valve port 462 of the three-way valve 46 are used to transport coolant received from the external liquid cooling equipment from the injection port 451 to the inlet port 4122 of the liquid cooling channel 412, and the first valve port 471 and the second valve port 472 of the three-way valve 47 are used to transport coolant flowing out of the outlet port 4121 of the liquid cooling channel 412 to the drain port 452. Alternatively, the first valve port 461 and the third valve port 463 of the three-way valve 46 are used to transport coolant flowing out of the outlet port 4311 of the heat exchange channel 431 to the inlet port 4122 of the liquid cooling channel 412, and the first valve port 471 and the third valve port 473 of the three-way valve 47 are used to transport coolant flowing out of the outlet port 4121 of the liquid cooling channel 412 to the inlet port 4312 of the heat exchange channel 431. In other words, the first valve port of each of the three-way valves 46 and 47 is connected to the second valve port, or the first valve port of each of the three-way valves is connected to the third valve port.

[0103] Based on the above design, the electric vehicle 40 can switch the flow channel of coolant in the liquid cooling channel 412 by adjusting the on / off state between different valve ports in each three-way valve, thereby adjusting the on / off state of the in-vehicle cooling circuit M1 between the liquid cooling channel 412 and the heat exchanger 43, and the external cooling circuit M2 between the liquid cooling channel 412 and the injection port 451 and the drain port 452.

[0104] For example, the electric vehicle 40 can connect the external cooling circuit M2 by opening the channel between the first valve port 461 and the second valve port 462 in the three-way valve 46, and the channel between the first valve port 471 and the second valve port 472 in the three-way valve 47. Alternatively, the electric vehicle 40 can connect the internal cooling circuit M1 by opening the channel between the first valve port 461 and the third valve port 463 in the three-way valve 46, and the channel between the first valve port 471 and the third valve port 473 in the three-way valve 47. Furthermore, the electric vehicle 40 can utilize the internal cooling circuit M1 or the external cooling circuit M2 to dissipate heat from the power battery 41, meeting the heat dissipation requirements of the power battery 41 in different application scenarios, such as during normal operation of the electric vehicle 40 and during high-power fast charging.

[0105] In some embodiments, see further reference. Figure 3The electric vehicle 40 also includes two two-way valves, namely two-way valve 48 and two-way valve 49. The replenishment port 442 of the liquid storage tank 44 is connected to the outlet port 4121 of the liquid cooling channel 412 via two-way valve 48. The supply port 441 of the liquid storage tank 44 is connected to the first valve port 471 of the three-way valve 47 via two-way valve 49. That is, the two valve ports of two-way valve 48 are respectively connected to the replenishment port 442 of the liquid storage tank 44 and the outlet port 4121 of the liquid cooling channel 412, and the two valve ports of two-way valve 49 are respectively connected to the supply port 441 of the liquid storage tank 44 and the first valve port 471 of the three-way valve 47. This allows the liquid storage tank 44 to be connected in parallel with the pipeline connecting the outlet port 4121 of the liquid cooling channel 412 and the first valve port 471 of the three-way valve 47.

[0106] In addition, the liquid supply port 441 of the liquid storage tank 44 is connected to the drain port 452 through a two-way valve 49 and a three-way valve 47 to form a liquid storage tank drain channel M3. The liquid injection port 451 is connected to the liquid replenishment port 442 of the liquid storage tank 44 through a three-way valve 46, a liquid cooling channel 412, and a two-way valve 48 to form a liquid storage tank replenishment channel M4.

[0107] Based on the above design, the electric vehicle 40 can adjust the on / off states of the in-vehicle cooling circuit M1, the external cooling circuit M2, the liquid tank drain channel M3, and the liquid tank replenishment channel M4 by adjusting the on / off states between different valve ports of each three-way valve and each two-way valve, thereby meeting the heat dissipation requirements of the power battery 41 and the drain and replenishment requirements of the liquid tank 44.

[0108] Furthermore, in practical applications, when the in-vehicle cooling circuit M1 between the liquid cooling channel 412 and the heat exchange channel 431 is open, and the channel between the two valve ports in the two-way valve 49 is open, the liquid supply port 441 of the liquid reservoir 44 can output coolant to the in-vehicle cooling circuit M1, so that the heat exchanger 43 can use the coolant to dissipate heat from the power battery 41. That is, the liquid reservoir 44 can serve as a water supply tank for the in-vehicle cooling circuit M1. In addition, when the liquid reservoir drain channel M3 is open, the liquid supply port 441 of the liquid reservoir 44 can also be used to drain liquid to the external liquid cooling equipment through the liquid reservoir drain channel M3. Thus, the liquid reservoir 44 does not need to be equipped with a separate drain port for draining liquid to the external liquid cooling equipment, thereby reducing the number of interfaces and structural complexity in the liquid reservoir 44.

[0109] The following is based on Figure 3 Taking the electric vehicle 40 shown as an example, the specific methods of connecting the in-vehicle cooling circuit M1, the external cooling circuit M2, the liquid tank drain channel M3, and the liquid tank replenishment channel M4 of the electric vehicle 40 are illustrated by way of example.

[0110] Figure 4 This is an example provided in the embodiments of this application. Figure 3The diagram shows the principle of the internal cooling circuit M1 of the electric vehicle 40.

[0111] In some embodiments, see Figure 4 When the injection port 451 and the drain port 452 are not connected to the external liquid cooling equipment, for example when the electric vehicle 40 is driving normally, the electric vehicle 40 can control the passage between the first valve port 461 and the third valve port 463 in the three-way valve 46, the passage between the first valve port 471 and the third valve port 473 in the three-way valve 47, and control the passage between the two valve ports in the two-way valve 48 and the passage between the two valve ports in the two-way valve 49 to make the in-vehicle cooling circuit M1 open and connect the liquid storage tank 44 to the in-vehicle cooling circuit M1.

[0112] Based on the above design, the liquid storage tank 44 is connected in parallel with the vehicle cooling circuit M1. The coolant flowing out from the liquid supply port 441 of the liquid storage tank 44 can circulate between the liquid cooling channel 412 and the heat exchange channel 431 through the vehicle cooling circuit M1, thereby realizing the heat exchanger 43 to dissipate heat from the power battery 41.

[0113] When the heat exchanger 43 dissipates heat from the power battery 41, the flow direction of the coolant in the electric vehicle 40 can be as follows: Figure 4 As shown by the thick arrow in the image.

[0114] Figure 5 This is an example provided in the embodiments of this application. Figure 3 The diagram shows the principle of the external cooling circuit M2 of the electric vehicle 40.

[0115] In some embodiments, see Figure 5 When the injection port 451 and the drain port 452 are respectively connected to the external liquid cooling equipment, for example, when the injection port 451 and the drain port 452 are connected to... Figure 2 The liquid outlet 541 and liquid inlet 542 in the charging device 50 are connected respectively, and before the power battery 41 starts charging through the charging device 50, the electric vehicle 40 can make the external cooling circuit M2 open by controlling the channel between the first valve port 461 and the second valve port 462 in the three-way valve 46 and the channel between the first valve port 471 and the second valve port 472 in the three-way valve 47.

[0116] Based on the above design, when the power battery 41 begins high-power fast charging through the charging device 50, the coolant provided by the thermal management system 53 in the charging device 50 can circulate between the thermal management system 53 and the liquid cooling channel 412 through the external cooling circuit M2, thereby achieving heat dissipation of the power battery 41 by the thermal management system 53. This helps meet the heat dissipation requirements of the power battery 41 during high-power fast charging, improving the efficiency and safety of the power battery 41 during charging.

[0117] When the power battery 41 is cooled by an external liquid cooling device, such as when the power battery 41 is cooled by a thermal management system 53 in the charging device 50, the flow direction of the coolant in the electric vehicle 40 can be as follows: Figure 5 As shown by the thick arrow in the image.

[0118] Figure 6 This is an example provided in the embodiments of this application. Figure 3 The diagram shows the principle of the drain channel M3 of the liquid storage tank of the electric vehicle 40.

[0119] In some embodiments, see Figure 6 When the injection port 451 and the drain port 452 are respectively connected to the external liquid cooling equipment, and there is a lot of coolant in the reservoir 44, the electric vehicle 40 can open the drain channel M3 of the reservoir by controlling the channel between the first valve port 471 and the second valve port 472 in the three-way valve 47 and controlling the channel between the two valve ports in the two-way valve 49.

[0120] Based on the above design, the coolant flowing out of the liquid supply port 441 of the liquid storage tank 44 can be discharged to the external liquid cooling equipment through the two-way valve 49, the three-way valve 47 and the drain port 452, thereby realizing the drainage of the liquid storage tank 44.

[0121] When the coolant is drained from the reservoir 44 through the drain port 452, the flow direction of the coolant in the electric vehicle 40 can be as follows: Figure 6 As shown by the thick arrow in the image.

[0122] In some embodiments, see further reference. Figure 6 The power battery 41 needs to pass Figure 2 When the charging device 50 is performing high-power fast charging and the liquid storage tank 44 needs to drain liquid into the thermal management system 53 in the charging device 50, the liquid storage tank 44 can drain liquid into the thermal management system 53 in the charging device 50 at any stage before the power battery 41 starts charging, during the power battery 41 charging, or after the power battery 41 finishes charging.

[0123] Figure 7 This is an example provided in the embodiments of this application. Figure 3 The diagram shows the principle of electric vehicles passing through the 40-degree conductive liquid storage tank replenishment channel M4.

[0124] In some embodiments, see Figure 7 When the injection port 451 and the drain port 452 are respectively connected to the external liquid cooling equipment, and the coolant in the reservoir 44 is low, the electric vehicle 40 can open the reservoir replenishment channel M4 by controlling the channel between the first valve port 461 and the second valve port 462 in the three-way valve 46 and controlling the channel between the two valve ports in the two-way valve 48.

[0125] Based on the above design, the coolant flowing out from the external liquid cooling equipment can be transported to the replenishment port 442 of the liquid storage tank 44 through the injection port 451, the three-way valve 46, the liquid cooling channel 412 and the two-way valve 48, thereby realizing the replenishment of the liquid storage tank 44 by the external liquid cooling equipment.

[0126] When the external liquid cooling device replenishes the coolant in the reservoir 44, the flow direction of the coolant in the electric vehicle 40 can be as follows: Figure 7 As shown by the thick arrow in the image.

[0127] In some embodiments, see further reference. Figure 7 The power battery 41 needs to pass Figure 2 When the charging device 50 is performing high-power fast charging, and the liquid storage tank 44 needs to be replenished by the thermal management system 53 in the charging device 50, the liquid storage tank 44 can receive coolant from the thermal management system 53 for replenishment at any stage before the power battery 41 starts charging, during the power battery 41 charging, or after the power battery 41 finishes charging.

[0128] It should be understood that, Figure 3 In the electric vehicle 40 shown, the first valve port of each of the three-way valves 46 and 47 is used to communicate with the second or third valve port. Taking the three-way valve 46 as an example, the specific structure of the first valve port 461 communicating with the second valve port 462 or the third valve port 463 in the three-way valve 46 is described below.

[0129] It should be noted that the following description of three-way valve 46 also applies to three-way valve 47.

[0130] Figure 8 This is one of the embodiments provided in this application. Figures 3 to 7 The diagram shows the main structural view of the three-way valve 46. Figures 9 to 11 They are Figure 8 The diagram shows a top view of the three-way valve 46.

[0131] In some embodiments, combined with Figures 8 to 11 The three-way valve 46 includes a housing 464 and a valve core 465. The housing 464 is used to accommodate the valve core 465, and the inner surface of the housing 464 is in sealing contact with the outer surface of the valve core 465.

[0132] The outer surface of the housing 464 includes a bottom surface 4641 and an outer peripheral surface 4642. One end of the outer peripheral surface 4642 is connected to the bottom surface 4641 along the axial direction (z) of the housing 464. The first valve port 461 of the three-way valve 46 is located on the bottom surface 4641, and the second valve port 462 and the third valve port 463 are arranged circumferentially on the outer peripheral surface 4642.

[0133] Furthermore, the valve core 465 is used to rotate axially in the z-direction around the housing 464, that is, the valve core 465 rotates circumferentially around the housing 464. The valve core 465 includes two interfaces, namely interface 4651 and interface 4652, which are connected by an internal channel of the valve core 465.

[0134] Specifically, interface 4651 is located on the surface of valve core 465 facing the first valve port 461 along the axial z-direction of housing 464, and interface 4651 communicates with the first valve port 461. Interface 4652 is located on the surface of valve core 465 facing the outer peripheral surface 4642 along the radial direction of housing 464, and interface 4652 is used to communicate with the second valve port 462 or the third valve port 463. That is, interface 4651 is formed in the region of the outer surface of valve core 465 facing the first valve port 4641 along the axial z-direction of housing 464, and interface 4652 is formed in the region of the outer surface of valve core 465 facing the outer peripheral surface 4642 along the radial direction of housing 464.

[0135] For example, the radial direction of housing 464 can be Figures 8 to 11 The x and y directions are shown. The x, y, and z directions are all perpendicular to each other.

[0136] It should be understood that, in the embodiments of this application, the axial z-direction, circumferential direction and radial direction of the housing 464 can also be understood as the axial direction, circumferential direction and radial direction of the valve core 465, respectively.

[0137] Based on the above design, by rotating the valve core 465 circumferentially within the housing 464, the interface 4652 located on the valve core 465 can also rotate circumferentially within the housing 464. Thus, when the interface 4652 rotates circumferentially within the housing 464 to a position aligned with the second valve port 462 or the third valve port 463 within the housing 464, the second valve port 462 or the third valve port 463 can communicate with the first valve port 461 through the connecting interfaces 4652 and 4651. For example, as... Figure 9 As shown, when the interface 4652 is rotated to a position aligned with the second valve port 462 of the housing 464, the second valve port 462 can communicate with the first valve port 461 through the interface 4652 and the interface 4651.

[0138] Therefore, in practical applications, the electric vehicle 40 can control the connection between the first valve port 461 and the second valve port 462 or the third valve port 463 by adjusting the angle of the circumferential rotation of the valve core 465 along the housing 464, based on the conduction requirements of the in-vehicle cooling circuit M1, the external cooling circuit M2, the liquid tank drain channel M3 or the liquid tank replenishment channel M4.

[0139] In addition, such as Figure 10As shown, when the interface 4652 rotates circumferentially along the housing 464 to a position aligned with the gap between the second valve port 462 and the third valve port 463, the housing 464, located at the gap position, covers the interface 4652 to seal it, thereby disconnecting the passages between the first valve port 461, the second valve port 462, and the third valve port 463. This allows the three-way valve 46 to be in a closed state and prevents internal leakage between the different valve ports of the three-way valve 46, thereby improving the reliability of the three-way valve 46.

[0140] For example, the housing 464 and the valve core 465 may be spherical or cylindrical.

[0141] In some embodiments, combined with Figures 9 to 11 The circumferential distance between the second valve port 462 and the third valve port 463 along the housing 464 is greater than the circumferential length of the interface 4652 along the housing 464. This ensures that the interface 4652 is effectively sealed by the housing 464 located at the interval between the second valve port 462 and the third valve port 463.

[0142] In some embodiments, combined with Figure 9 and Figure 10 The central angle between the second valve port 462 and the third valve port 463 along the circumference of the housing 464 is equal to 180° ± 40°. In other embodiments, see [reference needed]. Figure 11 The central angle between the second valve port 462 and the third valve port 463 along the circumference of the housing 464 is equal to 90°±40°. In this way, the electric vehicle 40 can control the valve core 465 to rotate 180°±40° or 90°±40° each time to adjust the on / off state between the first valve port 461, the second valve port 462, and the third valve port 463. The above control is simple and easy to implement.

[0143] Figure 12 This is a schematic diagram of another electric vehicle 40 provided in an embodiment of this application.

[0144] and Figure 3 The electric vehicle 40 shown is the same as that shown in Figure 12 In the electric vehicle 40 shown, the liquid storage tank 44 is connected in parallel with the pipeline connecting the liquid outlet 4121 of the liquid cooling channel 412 and the first valve port 471 of the three-way valve 47.

[0145] and Figure 3 Unlike the electric vehicle 40 shown, in Figure 12In the electric vehicle 40 shown, each of the three-way valves 46 and 47 can not only connect the first valve port to the second valve port or the first valve port to the third valve port, but also connect any two of the three valve ports. That is, the second valve port 462 of the three-way valve 46 can connect to the third valve port 463, and the second valve port 472 of the three-way valve 47 can connect to the third valve port 473.

[0146] Based on the above design, the flow path of coolant in three-way valves 46 and 47 can be increased, thereby improving the flexibility of the in-vehicle piping M in the electric vehicle 40. For example, by connecting the second valve port 462 and the third valve port 463 in the three-way valve 46, the coolant drain channel M3 can be formed between the coolant supply port 441 and the coolant injection port 451 of the coolant tank 44.

[0147] For example, in some embodiments, referring to 12, the electric vehicle 40 also includes a water pump 410. The water pump 410 is connected between the third valve port 473 of the three-way valve 47 and the liquid inlet 4312 of the heat exchange channel 431, or the water pump 410 is connected between the liquid outlet 4311 of the heat exchange channel 431 and the third valve port 463 of the three-way valve 46.

[0148] The second valve port 462 and the third valve port 463 of the three-way valve 46 are used to transport the coolant flowing from the outlet 4311 of the heat exchange channel 431 to the external liquid cooling equipment through the injection port 451, driven by the water pump 410. Furthermore, the supply port 441 of the liquid storage tank 44 is connected to the injection port 451 via the two-way valve 49, the three-way valve 47, the heat exchange channel 431, and the three-way valve 46 to form the liquid storage tank drainage channel M3. The injection port 451 is connected to the replenishment port 442 of the liquid storage tank 44 via the three-way valve 46, the liquid cooling flow channel 412, and the two-way valve 48 to form the liquid storage tank replenishment channel M4.

[0149] Based on the above design, the water pump 410 can be used to provide driving force for the coolant to flow from the heat exchange channel 431 to the three-way valve 46. Thus, on the one hand, when the in-vehicle cooling circuit M1 between the heat exchange channel 431 and the liquid cooling channel 412 is connected, the driving force provided by the water pump 410 can drive the coolant to circulate in the in-vehicle cooling circuit M1, thereby achieving heat dissipation of the power battery 41 by the heat exchanger 43. On the other hand, since the supply port 441 of the reservoir 44 is connected to the injection port 451 through the outlet port 4311 of the heat exchange channel 431 to form the reservoir drainage channel M3, the driving force provided by the water pump 410 can also be used to drive the coolant flowing from the supply port 441 of the reservoir 44 to flow through the reservoir drainage channel M3 to the injection port 451, thereby achieving drainage from the supply port 451 of the reservoir 44 to the external liquid cooling equipment through the injection port 451.

[0150] It should be understood that, in specific implementation, a portion of the coolant flowing from the supply port 441 of the reservoir 44 to the three-way valve 46 can directly flow through the third valve port 463 and the second valve port 462 of the three-way valve 46 to the injection port 451. That is, this portion of coolant can be directly discharged to the external liquid cooling equipment through the reservoir drain channel M3. Another portion of the coolant flowing to the three-way valve 46 can flow through the third valve port 463, the first valve port 461, and the liquid cooling flow channel 412 of the three-way valve 46 to the three-way valve 47, and then flow through the reservoir drain channel M3 from the three-way valve 47 to the injection port 451 to be discharged to the external liquid cooling equipment.

[0151] When the coolant is discharged from the supply port 441 of the reservoir 44 to the external liquid cooling device through the injection port 451, the flow direction of the coolant in the electric vehicle 40 can be as follows: Figure 12 As shown by the thick arrow in the image.

[0152] In the above design, the water pump 410 can be used to drive the coolant to circulate in the vehicle cooling circuit M1 between the heat exchange channel 431 and the liquid cooling channel 412, thereby dissipating heat from the power battery 41 by the heat exchanger 43. It can also be used to drive the coolant flowing from the supply port 441 of the reservoir 44 through the injection port 451 to the external liquid cooling equipment. This eliminates the need for separate water pumps for driving the flow of coolant in the vehicle cooling circuit M1 and the flow of coolant in the reservoir drainage channel M3, thus reducing the number of water pumps used in the electric vehicle 40 and facilitating cost optimization.

[0153] The following is about Figure 12 Taking the three-way valve 46 shown as an example, the specific structure of the three-way valve 46 is described, including the connection between the first valve port 461 and the second valve port 462, the connection between the first valve port 461 and the third valve port 463, and the connection between any two valve ports among the first valve port 461, the second valve port 462 and the third valve port 463.

[0154] It should be noted that the following description of three-way valve 46 also applies to three-way valve 47.

[0155] Figure 13 This is one of the embodiments provided in this application. Figure 12 The diagram shows the main structural view of the three-way valve 46. Figure 14 and Figure 15 They are Figure 13 The diagram shows a side view of the three-way valve 46.

[0156] In some embodiments, combined with Figures 13 to 15 The three-way valve 46 includes a housing 464 and a valve core 465, with the housing 464 used to accommodate the valve core 465.

[0157] In this three-way valve 46, the first valve port 461 is located on the bottom surface 4641 of the housing 464. The second valve port 462 and the third valve port 463 are spaced apart circumferentially on the outer circumferential surface 4642 of the housing 464, and the central angle between the second valve port 462 and the third valve port 463 along the circumferential direction of the housing 464 is not equal to 90°. That is, the second valve port 462 and the third valve port 463 are not along the radial direction of the housing 464, for example, not along... Figures 13 to 15 The x-direction and y-direction settings are shown.

[0158] For a detailed description of housing 464, please refer to [link / reference]. Figures 8 to 11 The relevant descriptions of the embodiments shown will not be repeated here.

[0159] Furthermore, the valve core 465 is used to rotate axially in the z-direction around the housing 464, that is, the valve core 465 rotates circumferentially around the housing 464. The valve core 465 includes three interfaces, namely interface 4651, interface 4652 and interface 4653, and any two interfaces 4651, interface 4652 and interface 4653 are connected to each other through an internal channel of the valve core 465.

[0160] Interface 4651 is located on the surface of the valve core 465 facing the first valve port 461 along the axial z-direction of the housing 464, and interface 4651 communicates with the first valve port 461. Interfaces 4652 and 4653 are located on the surface of the valve core 465 facing the outer peripheral surface 4642 along the radial direction of the housing 464, and interfaces 4652 and 4653 are spaced apart along the circumference of the housing 464. Interfaces 4652 and 4653 are respectively used to communicate with the second valve port 462 and the third valve port 463.

[0161] Based on the above design, by rotating the valve core 465 circumferentially around the housing 464, the interfaces 4652 and 4653 located on the valve core 465 can also rotate circumferentially around the housing 464. Thus, when interfaces 4652 and 4653 rotate circumferentially around the housing 464 to positions aligned with the second valve port 462 and the third valve port 463 in the housing 46, any two of the first valve port 461, the second valve port 462, and the third valve port 463 can be connected through these interconnected interfaces.

[0162] For example, such as Figure 14As shown, when interface 4652 is rotated to a position aligned with the second valve port 462, and interface 4653 is rotated to a position aligned with the third valve port 463, the second valve port 462 is connected to interface 4652, and the third valve port 463 is connected to interface 4653. Thus, the second valve port 462 can be connected to the first valve port 461 through interface 4642 and interface 4651, and the second valve port 462 can also be connected to the third valve port 463 through interface 4652 and interface 4653. Simultaneously, the third valve port 463 can be connected to the first valve port 461 through interface 4653 and interface 4651, thereby achieving connection between any two valve ports.

[0163] It should be understood that, in specific implementation, in order to ensure that interfaces 4652 and 4653 can be aligned with the second valve port 462 and the third valve port 463 respectively, the central angle between interfaces 4652 and 4653 along the circumference of the housing 464 is equal to the central angle between the second valve port 462 and the third valve port 463.

[0164] Furthermore, when one of the interfaces 4652 and 4653 is rotated circumferentially along the housing 464 to a position aligned with one of the valve ports 462 and 463, and the other interface is rotated circumferentially along the housing 464 to a position aligned with the gap between the second valve port 462 and the third valve port 463, the first valve port can communicate with the first valve port 461.

[0165] For example, such as Figure 15 As shown, when interface 4652 rotates circumferentially along housing 464 to a position aligned with the third valve port 463, and interface 4653 rotates to a position aligned with the gap between the second valve port 462 and the third valve port 463, the third valve port 463 communicates with the first valve port 461 through interface 4652 and interface 4651, and interface 4653 is covered and sealed by housing 464 located at the gap position. Thus, communication between the third valve port 463 and the first valve port 461 is achieved.

[0166] Furthermore, when Figure 15 The interfaces 4652 and 4653 shown, driven by the rotation of the valve core 465, continue to rotate clockwise along the circumference of the housing 464 until... Figure 16 In the indicated position, interfaces 4652 and 4653 are aligned with the gap between the second valve port 462 and the third valve port 463. Thus, interfaces 4652 and 4653 are both sealed and covered by the housing 464 located at the gap, thereby disconnecting the passage between the three valve ports of the three-way valve 46. This allows the three-way valve 46 to be in the closed state and prevents internal leakage between the different valve ports when the three-way valve 46 is in the closed state, thereby improving the reliability of the three-way valve 46.

[0167] In some embodiments, combined with Figures 14 to 16 The interval along the circumference of the housing 464 from the second valve port 462 to the third valve port 463 is greater than the length of the interface 4652 along the circumference of the housing 464, and the interval along the circumference of the housing 464 from the third valve port 463 to the second valve port 462 is greater than the length of the interface 4653 along the circumference of the housing 464. This ensures that the interface 4652 is sealed by the housing 464 at the intervals from the second valve port 462 to the third valve port 463, and also ensures that the interface 4653 is sealed by the housing 464 at the intervals from the third valve port 463 to the second valve port 462.

[0168] In some embodiments, combined with Figures 14 to 16 The central angle between the second valve port 462 and the third valve port 463 along the circumference of the housing 464 is equal to 90°±40°. In this way, the electric vehicle 40 can control the valve core 465 to rotate 90°±40° each time to adjust the on / off state between the first valve port 461, the second valve port 462, and the third valve port 463. The above control is simple and easy to implement.

[0169] It should be understood that the above embodiments are all described using the parallel connection of the liquid storage tank 44 with the pipeline connecting the liquid outlet 4121 of the liquid cooling channel 412 and the first valve port 471 of the three-way valve 47 as an example. The following describes other locations where the liquid storage tank 44 can be installed in the electric vehicle 40.

[0170] Figure 17 and Figure 18 These are schematic diagrams of another type of electric vehicle 40 provided in the embodiments of this application.

[0171] In some embodiments, combined with Figure 17 and Figure 18 The liquid storage tank 44 and the pipeline connecting the third valve port 473 of the three-way valve 47 to the liquid inlet 4312 of the heat exchange channel 431 are connected in parallel. Specifically, the liquid replenishment port 442 of the liquid storage tank 44 is connected to the third valve port 473 of the three-way valve 47 through a two-way valve 48. The liquid supply port 441 of the liquid storage tank 44 is connected to the liquid inlet 4312 of the heat exchange channel 431 through a two-way valve 49.

[0172] In one embodiment, such as Figure 17 As shown, the first port of each of the three-way valves 46 and 47 can be connected to either the second or third port. In this case, the liquid supply port 441 of the storage tank 44 is connected to the drain port 452 via the two-way valve 49, heat exchange channel 431, three-way valve 46, liquid cooling channel 412, and three-way valve 47 to form the storage tank drain channel M3. The liquid injection port 451 is connected to the liquid replenishment port 442 of the storage tank 44 via the three-way valve 46, liquid cooling channel 462, three-way valve 47, and two-way valve 48 to form the storage tank replenishment channel M4.

[0173] Based on the above design, the liquid supply port 441 and liquid replenishment port 442 of the liquid storage tank 44 can be connected in parallel through a two-way valve to the liquid outlet 4121 of the liquid cooling channel 412 and a pipeline connecting the third valve port 473 of the three-way valve 47 to the liquid inlet 4312 of the heat exchange channel 431. Furthermore, the electric vehicle 40 can adjust the on / off states of the in-vehicle cooling circuit M1, the external cooling circuit M2, the liquid storage tank drain channel M3, and the liquid storage tank replenishment channel M4 by adjusting the on / off states of different valve ports of each three-way valve and each two-way valve, thereby meeting the heat dissipation requirements of the power battery 41, the draining requirements of the liquid storage tank 44, and the replenishment requirements.

[0174] For example, the electric vehicle 40 can open the coolant drain channel M3 by controlling the passage between the first valve port 461 and the third valve port 463 in the three-way valve 46, the passage between the first valve port 471 and the second valve port 472 in the three-way valve 47, and the passage between the two valve ports in the two-way valve 49. When the coolant tank 44 drains, the flow direction of the coolant in the electric vehicle 40 can be as follows: Figure 17 As shown by the thick arrow in the image.

[0175] In another embodiment, such as Figure 18 As shown, each of the three-way valves 46 and 47 can connect the first valve port to the second or third valve port, and can also connect any two of the three valve ports. Furthermore, the second valve port 462 and the third valve port 463 of the three-way valve 46 can be used, driven by the water pump 410, to transport the coolant flowing from the outlet 4311 of the heat exchange channel 431 through the injection port 451 to the external liquid cooling equipment.

[0176] In this configuration, the liquid supply port 441 of the liquid storage tank 44 is connected to the liquid injection port 451 via a two-way valve 49, a heat exchange channel 431, a three-way valve 46, to form a liquid storage tank drainage channel M3. The liquid injection port 451 is connected to the liquid replenishment port 442 of the liquid storage tank 44 via a three-way valve 46, a liquid cooling channel 462, a three-way valve 47, a two-way valve 48, to form a liquid storage tank replenishment channel M4.

[0177] For a detailed description of water pump 410, please refer to [link / reference]. Figure 12 The relevant descriptions of the embodiments shown will not be repeated here.

[0178] Based on the above design, the electric vehicle 40 can open the drain channel M3 of the reservoir by controlling the passage between any two valve ports of the three-way valve 46 and the passage between two valve ports of the two-way valve 49. In this way, the coolant flowing out of the supply port 441 of the reservoir 44 can flow to the injection port 451 through the two-way valve 49, the heat exchange passage 431, the third valve port 463 and the second valve port 462 of the three-way valve 46, driven by the water pump 410, and then discharged to the external liquid cooling equipment through the injection port 451, thereby realizing the drainage of the reservoir 44.

[0179] It should be understood that, in specific implementation, a portion of the coolant flowing from the supply port 441 of the reservoir 44 to the three-way valve 46 can directly flow through the third valve port 463 and the second valve port 462 of the three-way valve 46 to the injection port 451. That is, this portion of coolant can be directly discharged to the external liquid cooling equipment through the reservoir drain channel M3. Another portion of coolant can flow through the third valve port 463, the first valve port 461, and the liquid cooling flow channel 412 of the three-way valve 46 to the three-way valve 47.

[0180] Furthermore, in one embodiment, such as Figure 18 As shown, when the drain channel M3 of the coolant reservoir is opened, the electric vehicle 40 can also control the passage between the first valve port 471 and the second valve port 472 of the three-way valve 47 to be opened. In this way, another portion of the coolant flowing to the three-way valve 47 can flow through the first valve port 471 and the second valve port 472 of the three-way valve 47 to the drain port 452, and then be discharged to the external liquid cooling equipment through the drain port 452. Therefore, the coolant flowing from the supply port 441 of the coolant reservoir 44 can be simultaneously discharged to the external liquid cooling equipment through the injection port 451 and the drain port 452, thereby improving the drainage efficiency of the coolant reservoir 44.

[0181] When the coolant is drained from the supply port 441 of the reservoir 44, the flow direction of the coolant in the electric vehicle 40 can be as follows: Figure 18 As shown by the thick arrow in the image.

[0182] In another embodiment, when the coolant tank drain channel M3 is opened, the electric vehicle 40 can also control the passage between the first valve port 471 and the third valve port 473 in the three-way valve 47 to be opened. In this way, another portion of the coolant flowing to the three-way valve 47 can flow to the heat exchange channel 431, and then be discharged to the external liquid cooling equipment through the portion of the coolant tank drain channel M3 from the heat exchange channel 431 to the injection port 451.

[0183] Figure 19 and Figure 20 This is a schematic diagram of the structure of another electric vehicle 40 provided in the embodiments of this application.

[0184] In some embodiments, combined with Figure 19 and Figure 20 The liquid storage tank 44 and the pipeline connecting the liquid outlet 4121 of the liquid cooling channel 412 and the liquid inlet 4312 of the heat exchange channel 431 are connected in parallel. Specifically, the liquid replenishment port 442 of the liquid storage tank 44 is connected to the liquid outlet 4121 of the liquid cooling channel 412 through a two-way valve 48, and the liquid supply port 441 of the liquid storage tank 44 is connected to the liquid inlet 4312 of the heat exchange channel 431 through a two-way valve 49.

[0185] In one embodiment, such as Figure 19 As shown, the first port of each of the three-way valves 46 and 47 can be connected to either the second or third port. In this case, the liquid supply port 441 of the storage tank 44 is connected to the drain port 452 via the two-way valve 49, heat exchange channel 431, three-way valve 46, liquid cooling channel 412, and three-way valve 47 to form the storage tank drain channel M3. The liquid injection port 451 is connected to the liquid replenishment port 442 of the storage tank 44 via the three-way valve 46, liquid cooling channel 412, and two-way valve 48 to form the storage tank replenishment channel M4.

[0186] Based on the above design, the liquid supply port 441 and liquid replenishment port 442 of the liquid storage tank 44 can be connected in parallel through a two-way valve to the liquid outlet 4121 of the liquid cooling channel 412 and the liquid inlet 4312 of the heat exchange channel 431. Furthermore, the electric vehicle 40 can adjust the on / off states of the in-vehicle cooling circuit M1, the external cooling circuit M2, the liquid storage tank drain channel M3, and the liquid storage tank replenishment channel M4 by adjusting the on / off states of different ports of each three-way valve and each two-way valve, thereby meeting the heat dissipation requirements of the power battery 41, the draining requirements of the liquid storage tank 44, and the replenishment requirements.

[0187] When the coolant is drained from the supply port 441 of the reservoir 44, the flow direction of the coolant in the electric vehicle 40 can be as follows: Figure 19 As shown by the thick arrow in the image.

[0188] In another embodiment, such as Figure 20 As shown, each of the three-way valves 46 and 47 can connect the first valve port to the second or third valve port, and can also connect any two of the three valve ports. Furthermore, the second valve port 462 and the third valve port 463 of the three-way valve 46 can be used, driven by the water pump 410, to transport the coolant flowing from the outlet 4311 of the heat exchange channel 431 through the injection port 451 to the external liquid cooling equipment.

[0189] In this configuration, the liquid supply port 441 of the liquid storage tank 44 is connected to the liquid injection port 451 via a two-way valve 49, a heat exchange channel 431, a three-way valve 46, to form a liquid storage tank drainage channel M3. The liquid injection port 451 is connected to the liquid replenishment port 442 of the liquid storage tank 44 via a three-way valve 46, a liquid cooling channel 462, a three-way valve 47, a two-way valve 48, to form a liquid storage tank replenishment channel M4.

[0190] For a detailed description of water pump 410, please refer to [link / reference]. Figure 12 The relevant descriptions of the embodiments shown will not be repeated here.

[0191] Based on the above design, the electric vehicle 40 can open the coolant drain channel M3 by controlling the passage between any two valve ports of the three-way valve 46 and the passage between the two valve ports of the two-way valve 49. In this way, the coolant flowing out of the supply port 441 of the coolant tank 44 can be discharged to the external liquid cooling equipment through the coolant drain channel M3 under the drive of the water pump 410.

[0192] When the coolant is drained from the supply port 441 of the reservoir 44, the flow direction of the coolant in the electric vehicle 40 can be as follows: Figure 20 As shown by the thick arrow in the image.

[0193] It should be understood that Figure 20 The electric vehicle 40 shown connects to the liquid storage tank drainage channel M3 so that the process of draining liquid from the liquid storage tank 44 is synchronized with the process of draining liquid from the liquid storage tank 44. Figure 18 The process of connecting the drain channel M3 of the liquid storage tank in the electric vehicle 40 shown is similar; for details, please refer to [link / reference]. Figure 18 The relevant descriptions of the embodiments shown will not be repeated here.

[0194] Figure 21 and Figure 22 These are schematic diagrams of another type of electric vehicle 40 provided in the embodiments of this application.

[0195] In some embodiments, combined with Figure 21 and Figure 22 The third valve port 463 of the three-way valve 46 is used to receive coolant flowing out of the outlet 4311 of the heat exchange channel 431 through the liquid storage tank 44. The inlet 443 of the liquid storage tank 44 is connected to the outlet 4311 of the heat exchange channel 431, and the outlet 444 of the liquid storage tank 44 is connected to the third valve port 463 of the three-way valve 46. That is, the liquid storage tank 44 is connected in series between the third valve port 463 of the three-way valve 46 and the outlet 4311 of the heat exchange channel 431.

[0196] Based on the above design, the coolant reservoir 44 can serve as both the supply and return water tank for the vehicle's internal cooling circuit M1. When the vehicle's internal cooling circuit M1 is activated, the coolant stored in the reservoir 44 can circulate between the reservoir 44, the liquid cooling channel 412, and the heat exchange channel 431 through the outlet 444 and the inlet 443 of the reservoir 44, thereby enabling the heat exchanger 43 to dissipate heat from the power battery 41 using the coolant provided by the reservoir 44.

[0197] In one embodiment, such as Figure 21 As shown, the first port of each of the three-way valves 46 and 47 can be connected to either the second or third port. In this case, the outlet 444 of the liquid storage tank 44 is connected to the drain port 452 via the three-way valve 46, the liquid cooling channel 412, and the three-way valve 47 to form the liquid storage tank drain channel M3. The inlet 451 is connected to the inlet 443 of the liquid storage tank 44 via the three-way valve 46, the liquid cooling channel 412, the three-way valve 47, and the heat exchange channel 431 to form the liquid storage tank replenishment channel M4.

[0198] Based on the above design, the electric vehicle 40 can not only switch the flow channels of coolant in the liquid cooling channel 412 to adjust the on / off state of the in-vehicle cooling circuit M1 and the external cooling circuit M2 by adjusting the on / off state of the different valve ports of each three-way valve, but also adjust the on / off state of the liquid tank drain channel M3 and the liquid tank replenishment channel M4.

[0199] For example, the electric vehicle 40 can open the coolant drain channel M3 by controlling the passage between the first valve port 461 and the third valve port 463 in the three-way valve 46, and by controlling the passage between the first valve port 471 and the second valve port 472 in the three-way valve 47. When coolant is drained from the outlet 444 of the coolant tank 44, the flow direction of the coolant in the electric vehicle 40 can be as follows: Figure 21 As shown by the thick arrow in the image.

[0200] For example, the electric vehicle 40 can open the liquid tank replenishment channel M4 by controlling the passage between the first valve port 461 and the second valve port 462 in the three-way valve 46 and the passage between the first valve port 471 and the third valve port 473 in the three-way valve 47.

[0201] In the above design, the electric vehicle 40 does not need to be equipped with separate control valves for adjusting the on / off state of the liquid tank drain channel M3 and the liquid tank replenishment channel M4, thereby reducing the number of valves used in the electric vehicle 40 and optimizing the cost of the electric vehicle 40.

[0202] Furthermore, the coolant reservoir 44 can directly drain coolant to the external liquid cooling equipment via the outlet 444 connected in series in the vehicle cooling circuit M1, and simultaneously receive coolant from the external liquid cooling equipment via the inlet 443 connected in series in the vehicle cooling circuit M1. This eliminates the need for a separate outlet for draining coolant to the external liquid cooling equipment and a separate inlet for receiving coolant from the external liquid cooling equipment, thereby reducing the number of interfaces and structural complexity in the reservoir 44.

[0203] In another embodiment, such as Figure 22 As shown, each of the three-way valves 46 and 47 can connect the first valve port to the second or third valve port, and can also connect any two of the three valve ports. Furthermore, the second valve port 462 and the third valve port 463 of the three-way valve 46 can be used, driven by the water pump 410, to deliver coolant flowing from the outlet 444 of the reservoir 44 through the injection port 451 to the external liquid cooling equipment.

[0204] In this case, the outlet 444 of the liquid storage tank 44 is connected to the injection port 451 through the three-way valve 46 to form the liquid storage tank drainage channel M3, and the injection port 451 is connected to the inlet 443 of the liquid storage tank 44 through the three-way valve 46, the liquid cooling channel 412, the three-way valve 47, the heat exchange channel 431 to form the liquid storage tank replenishment channel M4.

[0205] For a detailed description of water pump 410, please refer to [link / reference]. Figure 12 The relevant descriptions of the embodiments shown will not be repeated here.

[0206] Based on the above design, when the liquid storage tank 44 is connected in series between the third valve port 463 of the three-way valve 46 and the liquid outlet 4311 of the heat exchange channel 431, compared to the liquid storage tank 444 being connected to the liquid outlet 452 through the three-way valve 46, the liquid cooling flow channel 412 and the liquid outlet 452 to form the liquid storage tank drainage channel M3, by directly connecting the liquid outlet 444 of the liquid storage tank 44 to the liquid inlet 451 through the three-way valve 46 to form the liquid storage tank drainage channel M3, the path length of the liquid storage tank drainage channel M3 can be reduced, thereby improving the drainage efficiency of the liquid storage tank 44.

[0207] Furthermore, the electric vehicle 40 can open the drain channel M3 of the reservoir by controlling the passage between any two valve ports of the three-way valve 46. In this way, the coolant flowing out of the outlet 444 of the reservoir 44 can flow through the third valve port 463 and the second valve port 462 of the three-way valve 46 to the injection port 451 under the drive of the water pump 410, and then be discharged to the external liquid cooling equipment through the injection port 451, thereby realizing the drainage of the reservoir 44.

[0208] It should be understood that, in specific implementation, a portion of the coolant flowing from the outlet 444 of the reservoir 44 to the three-way valve 46 can directly flow through the third valve port 463 and the second valve port 462 of the three-way valve 46 to the injection port 451. That is, this portion of coolant can be directly discharged to the external liquid cooling equipment through the reservoir drain channel M3. Another portion of coolant can flow through the third valve port 463, the first valve port 461, and the liquid cooling flow channel 412 of the three-way valve 46 to the three-way valve 47.

[0209] Furthermore, such as Figure 22 As shown, when the drain channel M3 of the coolant reservoir is opened, the electric vehicle 40 can also control the passage between the first valve port 471 and the second valve port 472 of the three-way valve 47 to be opened. In this way, another portion of the coolant flowing to the three-way valve 47 can flow through the first valve port 471 and the second valve port 472 of the three-way valve 47 to the drain port 452, and then be discharged to the external liquid cooling equipment through the drain port 452. Therefore, the coolant flowing out of the outlet 444 of the coolant reservoir 44 can be simultaneously discharged to the external liquid cooling equipment through the inlet port 451 and the drain port 452, thereby improving the drainage efficiency of the coolant reservoir 44.

[0210] When the coolant is drained from the outlet 444 of the reservoir 44, the flow direction of the coolant in the electric vehicle 40 can be as follows: Figure 22 As shown by the thick arrow in the image.

[0211] Figure 23 and Figure 24 These are schematic diagrams of another type of electric vehicle 40 provided in the embodiments of this application.

[0212] In some embodiments, combined with Figure 23 and Figure 24 The inlet 4312 of the heat exchange channel 431 is used to receive coolant flowing from the third port 473 of the three-way valve 47 via the reservoir 44. The inlet 443 of the reservoir 44 is connected to the third port 473 of the three-way valve 47, and the outlet 444 of the reservoir 44 is connected to the inlet 4312 of the heat exchange channel 431. That is, the reservoir 44 is connected in series between the third port 473 of the three-way valve 47 and the inlet 4312 of the heat exchange channel 431. In this way, the reservoir 44 can serve as both the supply and return water tank for the vehicle's cooling circuit M1.

[0213] In one embodiment, such as Figure 23As shown, the first port of each of the three-way valves 46 and 47 can be connected to either the second or third port. In this case, the outlet 444 of the storage tank 44 is connected to the drain port 452 via the heat exchange channel 431, the three-way valve 46, the liquid cooling channel 412, and the three-way valve 47 to form the storage tank drain channel M3. The inlet 451 is connected to the inlet 443 of the storage tank 44 via the three-way valve 46, the liquid cooling channel 412, and the three-way valve 47 to form the storage tank replenishment channel M4.

[0214] Based on the above design, the electric vehicle 40 can switch the flow channels of coolant in the liquid cooling channel 412 by adjusting the on / off states between different valve ports of each three-way valve, thereby connecting the in-vehicle cooling circuit M1 or the external cooling circuit M2, and also connecting the liquid tank drain channel M3 or the liquid tank replenishment channel M4. For a detailed description, please refer to... Figure 21 The relevant descriptions of the embodiments shown will not be repeated here.

[0215] When the coolant is drained from the outlet 444 of the reservoir 44, the flow direction of the coolant in the electric vehicle 40 can be as follows: Figure 23 As shown by the thick arrow in the image.

[0216] In another embodiment, such as Figure 24 As shown, each of the three-way valves 46 and 47 can connect the first valve port to the second or third valve port, and can also connect any two of the three valve ports. Furthermore, the second valve port 462 and the third valve port 463 of the three-way valve 46 can be used, driven by the water pump 410, to transport the coolant flowing from the outlet 4311 of the heat exchange channel 431 through the injection port 451 to the external liquid cooling equipment.

[0217] In this case, the outlet 444 of the liquid storage tank 44 is connected to the injection port 451 through the three-way valve 46 to form the liquid storage tank drainage channel M3, and the injection port 451 is connected to the inlet 443 of the liquid storage tank 44 through the three-way valve 46, the liquid cooling channel 412, the three-way valve 47, the heat exchange channel 431 to form the liquid storage tank replenishment channel M4.

[0218] Based on the above design, the electric vehicle 40 can open the drain channel M3 of the reservoir by controlling the passage between any two valve ports of the three-way valve 46. In this way, the coolant flowing out of the outlet 444 of the reservoir 44 can flow through the heat exchange passage 431, the third valve port 463 and the second valve port 462 of the three-way valve 46 to the injection port 451 under the drive of the water pump 410, and then be discharged to the external liquid cooling equipment through the injection port 451 to realize the drainage of the reservoir 44.

[0219] It should be understood that, in specific implementation, a portion of the coolant flowing from the outlet 444 of the reservoir 44 to the three-way valve 46 can directly flow through the third valve port 463 and the second valve port 462 of the three-way valve 46 to the injection port 451. That is, this portion of coolant can be directly discharged to the external liquid cooling equipment through the reservoir drain channel M3. Another portion of the coolant flowing to the three-way valve 46 can flow through the third valve port 463, the first valve port 461, and the liquid cooling flow channel 412 of the three-way valve 46 to the three-way valve 47, and then be discharged to the external liquid cooling equipment through the first valve port 471, the second valve port 472, and the drain port 452 of the three-way valve 47. For a detailed description, please refer to [reference needed]. Figure 22 The relevant descriptions of the embodiments shown will not be repeated here.

[0220] When the coolant is drained from the outlet 444 of the reservoir 44, the flow direction of the coolant in the electric vehicle 40 can be as follows: Figure 24 As shown by the thick arrow in the image.

[0221] Figure 25 This is a schematic diagram of the structure of another electric vehicle 40 provided in the embodiments of this application.

[0222] In some embodiments, see Figure 25 The liquid storage tank 44 can bypass the in-vehicle cooling circuit M1 and the external cooling circuit M2, and be directly connected to the liquid inlet 451 and the liquid outlet 452 to form the liquid storage tank replenishment channel M4 and the liquid storage tank drainage channel M3, respectively.

[0223] Specifically, the coolant supply port 441 of the reservoir 44 is used to supply coolant to the vehicle cooling circuit M1. For example, the coolant supply port 441 of the reservoir 44 can be connected to the third valve port 473 of the three-way valve 47, or to the inlet port 4312 of the heat exchange channel 431. In this way, when the vehicle cooling circuit M1 is open, the coolant supplied by the coolant supply port 441 of the reservoir can circulate between the liquid cooling channel 412 and the heat exchange channel 431 through the vehicle cooling circuit M1, so that the heat exchanger 43 can use the coolant provided by the reservoir 44 to dissipate heat from the power battery 41.

[0224] Furthermore, the drain port 445 of the storage tank 44 is connected to the drain port 452 via a two-way valve 49 to form a drain channel M3 for the storage tank, and the replenishment port 442 of the storage tank 44 is connected to the injection port 451 via a two-way valve 48 to form a replenishment channel M4 for the storage tank. That is, the two valve ports of the two-way valve 49 are respectively connected to the drain port 445 and the drain port 452 of the storage tank 44, and the two valve ports of the two-way valve 48 are respectively connected to the replenishment port 442 and the injection port 451 of the storage tank 44.

[0225] It should be understood that the specific formation methods of the in-vehicle cooling circuit M1 and the external cooling circuit M2 can be found in [reference needed]. Figure 3The relevant descriptions of the embodiments shown will not be repeated here.

[0226] Based on the above design, the electric vehicle 40 can open the coolant drain channel M3 of the reservoir by controlling the passage between the two valve ports of the two-way valve 49. In this way, the coolant flowing from the drain port 445 of the reservoir 44 can be output to the external liquid cooling equipment through the two-way valve 49 and the drain port 452, thereby achieving the drainage of the reservoir 44. Furthermore, the electric vehicle 40 can also open the coolant replenishment channel M4 of the reservoir by controlling the passage between the two valve ports of the two-way valve 48. In this way, the coolant flowing from the external liquid cooling equipment can be delivered to the replenishment port 442 of the reservoir 44 through the filling port 451 and the two-way valve 48, thereby achieving the replenishment of the reservoir 44.

[0227] Furthermore, in the above design, the liquid storage tank drain channel M3, the liquid storage tank replenishment channel M4, and the in-vehicle cooling circuit M1 and the external cooling circuit M2 for dissipating heat from the power battery 41 are each independently configured. This ensures that the draining process of the liquid storage tank 44, the replenishment process of the liquid storage tank 44, and the heat dissipation process of the power battery 41 are all carried out independently. This, in turn, improves the reliability of the liquid storage tank 44 in draining and replenishing, as well as the heat dissipation of the power battery 41.

[0228] 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 in that, The electric vehicle includes a power battery, a heat exchanger, a liquid storage tank, in-vehicle piping, a liquid inlet, and a liquid outlet. The power battery includes a liquid cooling channel connected to the in-vehicle piping. The liquid storage tank is used to supply coolant to the in-vehicle piping. The liquid inlet is used to connect to the outlet of an external liquid cooling device. The liquid outlet is used to connect to the return port of the external liquid cooling device. The electric vehicle is used to connect one of the following in the vehicle's internal piping system: the internal cooling circuit, the external cooling circuit, and the liquid reservoir drain channel: The in-vehicle cooling circuit is used to transport coolant flowing from the liquid cooling channel to the heat exchanger and to transport coolant flowing from the heat exchanger to the liquid cooling channel; The external cooling circuit is used to deliver coolant received from the external liquid cooling equipment to the liquid cooling channel through the injection port, and to deliver coolant flowing out of the liquid cooling channel to the external liquid cooling equipment through the drain port; The coolant drain channel of the storage tank is used to transport the coolant flowing out of the storage tank to the external liquid cooling equipment through the injection port or the drain port.

2. The electric vehicle according to claim 1, characterized in that, The in-vehicle piping also includes a liquid reservoir replenishment channel, which is used to transport coolant received from the external liquid cooling equipment from the injection port to the liquid reservoir.

3. The electric vehicle according to claim 2, characterized in that, The electric vehicle also includes two three-way valves, wherein... One of the three-way valves has a first valve port and a second valve port for conveying coolant received from the external liquid cooling system from the injection port to the inlet of the liquid cooling channel; the other three-way valve has a first valve port and a second valve port for conveying coolant flowing out of the liquid cooling channel to the drain port; or, The first and third ports of one of the three-way valves are used to transport coolant flowing from the outlet of the heat exchange channel in the heat exchanger to the inlet of the liquid cooling channel, and the first and third ports of the other three-way valve are used to transport coolant flowing from the outlet of the liquid cooling channel to the inlet of the heat exchange channel.

4. The electric vehicle according to claim 3, characterized in that, The pipeline between the liquid outlet of the liquid cooling channel and the first valve port of the other three-way valve is connected in parallel with the liquid storage tank; wherein... The electric vehicle also includes two two-way valves. The liquid replenishment port of the liquid storage tank is connected to the liquid outlet of the liquid cooling channel through one of the two-way valves, and the liquid supply port of the liquid storage tank is connected to the first valve port of the other three-way valve through the other two-way valve. The injection port is connected to the liquid replenishment port of the liquid storage tank through the three-way valve, the liquid cooling channel, and the two-way valve to form the liquid replenishment channel of the liquid storage tank; The liquid supply port of the liquid storage tank is connected to the drain port through the other two-way valve and the other three-way valve to form the liquid discharge channel of the liquid storage tank.

5. The electric vehicle according to claim 3, characterized in that, The pipeline between the third valve port of the other three-way valve and the liquid inlet of the heat exchange channel is connected in parallel to the liquid storage tank; wherein... The electric vehicle also includes two two-way valves. The liquid replenishment port of the liquid storage tank is connected to the third valve port of the other three-way valve through one of the two-way valves. The liquid supply port of the liquid storage tank is connected to the liquid inlet of the heat exchange channel through the other two-way valve. The injection port is connected to the liquid replenishment port of the liquid storage tank through one of the three-way valves, the liquid cooling channel, another three-way valve, and one of the two-way valves to form the liquid replenishment channel of the liquid storage tank; The liquid supply port of the liquid storage tank is connected to the drain port through the other two-way valve, the heat exchange channel, the three-way valve, the liquid cooling channel, and the other three-way valve to form the liquid storage tank drain channel.

6. The electric vehicle according to claim 3, characterized in that, The electric vehicle also includes two two-way valves, wherein... The liquid replenishment port of the liquid storage tank is connected to the liquid outlet of the liquid cooling channel through one of the two-way valves, and the liquid supply port of the liquid storage tank is connected to the liquid inlet of the heat exchange channel through another two-way valve. The injection port is connected to the liquid replenishment port of the liquid storage tank through the three-way valve, the liquid cooling channel, and the two-way valve to form the liquid replenishment channel of the liquid storage tank; The liquid supply port of the liquid storage tank is connected to the drain port through another two-way valve, the heat exchange channel, one three-way valve, the liquid cooling channel, and another three-way valve to form the liquid storage tank drain channel.

7. The electric vehicle according to claim 3, characterized in that, The third valve port of the three-way valve is used to receive coolant flowing out from the outlet of the heat exchange channel through the liquid storage tank, wherein the outlet of the liquid storage tank is connected to the third valve port of the three-way valve, and the inlet of the liquid storage tank is connected to the outlet of the heat exchange channel. The injection port is connected to the liquid inlet of the storage tank through one of the three-way valves, the liquid cooling channel, the other three-way valve, the heat exchange channel, and forms the liquid replenishment channel of the storage tank; The outlet of the liquid storage tank is connected to the drain port through one of the three-way valves, the liquid cooling channel, and the other three-way valve to form a liquid storage tank drain channel.

8. The electric vehicle according to claim 3, characterized in that, The inlet of the heat exchange channel is used to receive coolant flowing out from the third valve port of the other three-way valve through the liquid storage tank, wherein the outlet of the liquid storage tank is connected to the inlet of the heat exchange channel, and the inlet of the liquid storage tank is connected to the third valve port of the other three-way valve. The injection port is connected to the inlet of the storage tank through one of the three-way valves, the liquid cooling channel, and the other three-way valve to form the liquid replenishment channel of the storage tank; The outlet of the liquid storage tank is connected to the drain port through the heat exchange channel, one of the three-way valves, the liquid cooling channel, and another three-way valve to form a liquid storage tank drain channel.

9. The electric vehicle according to any one of claims 3 to 8, characterized in that, Each of the three-way valves includes a housing and a valve core, the housing being for receiving the valve core and the valve core being for axial rotation about the housing; The housing includes an outer peripheral surface and a bottom surface. One end of the outer peripheral surface is connected to the bottom surface along the axial direction of the housing. The first valve port is located on the bottom surface. The second valve port and the third valve port are arranged at intervals along the circumferential direction of the housing on the outer peripheral surface. The circumferential direction of the housing is the rotation direction of the valve core. The valve core includes two interfaces, which are connected by an internal channel within the valve core; wherein... One of the interfaces is located on the surface of the valve core along the axial direction of the housing toward the first valve port, and the one interface communicates with the first valve port. The other interface is located on the surface of the valve core along the radial direction of the housing toward the outer peripheral surface, and the other interface is used to communicate with the second valve port or the third valve port.

10. The electric vehicle according to claim 3, characterized in that, The electric vehicle also includes a water pump and two two-way valves; The water pump is connected between the third valve port of the other three-way valve and the liquid inlet of the heat exchange channel, or the water pump is connected between the liquid outlet of the heat exchange channel and the third valve port of one of the three-way valves. The second valve port and the third valve port of the three-way valve are also used to deliver the coolant flowing out of the outlet of the heat exchange channel to the external liquid cooling equipment through the injection port under the drive of the water pump. The pipeline between the outlet of the liquid cooling channel and the first valve port of the other three-way valve is connected in parallel with the liquid storage tank. The replenishment port of the liquid storage tank is connected to the outlet of the liquid cooling channel through a two-way valve, and the supply port of the liquid storage tank is connected to the first valve port of the other three-way valve through another two-way valve. The injection port is connected to the liquid replenishment port of the liquid storage tank through the three-way valve, the liquid cooling channel, and the two-way valve to form the liquid replenishment channel of the liquid storage tank; The liquid supply port of the storage tank is connected to the liquid injection port through the other two-way valve, the other three-way valve, the heat exchange channel, and the three-way valve to form the liquid discharge channel of the storage tank.

11. The electric vehicle according to claim 3, characterized in that, The electric vehicle also includes a water pump and two two-way valves; The water pump is connected between the third valve port of the other three-way valve and the liquid inlet of the heat exchange channel, or the water pump is connected between the liquid outlet of the heat exchange channel and the third valve port of one of the three-way valves. The second valve port and the third valve port of the three-way valve are also used to deliver the coolant flowing out of the outlet of the heat exchange channel to the external liquid cooling equipment through the injection port under the drive of the water pump. The pipeline between the third valve port of the other three-way valve and the liquid inlet of the heat exchange channel is connected in parallel with the liquid storage tank. The liquid replenishment port of the liquid storage tank is connected to the third valve port of the other three-way valve through a two-way valve, and the liquid supply port of the liquid storage tank is connected to the liquid inlet of the heat exchange channel through another two-way valve. The injection port is connected to the liquid replenishment port of the liquid storage tank through one of the three-way valves, the liquid cooling channel, another three-way valve, and one of the two-way valves to form the liquid replenishment channel of the liquid storage tank; The liquid supply port of the storage tank is connected to the liquid injection port through the other two-way valve, the heat exchange channel, and the three-way valve to form the liquid discharge channel of the storage tank.

12. The electric vehicle according to claim 3, characterized in that, The electric vehicle also includes a water pump and two two-way valves; The water pump is connected between the third valve port of the other three-way valve and the liquid inlet of the heat exchange channel, or the water pump is connected between the liquid outlet of the heat exchange channel and the third valve port of one of the three-way valves. The second valve port and the third valve port of the three-way valve are also used to deliver the coolant flowing out of the outlet of the heat exchange channel to the external liquid cooling equipment through the injection port under the drive of the water pump. The liquid replenishment port of the liquid storage tank is connected to the liquid outlet of the liquid cooling channel through one of the two-way valves, and the liquid supply port of the liquid storage tank is connected to the liquid inlet of the heat exchange channel through another two-way valve. The injection port is connected to the liquid replenishment port of the liquid storage tank through the three-way valve, the liquid cooling channel, and the two-way valve to form a liquid replenishment channel for the liquid storage tank; The liquid supply port of the storage tank is connected to the liquid injection port through another two-way valve, the heat exchange channel, and one three-way valve to form the liquid discharge channel of the storage tank.

13. The electric vehicle according to claim 3, characterized in that, The third valve port of the three-way valve is used to receive coolant flowing out from the outlet of the heat exchange channel through the liquid storage tank, wherein the outlet of the liquid storage tank is connected to the third valve port of the three-way valve, and the inlet of the liquid storage tank is connected to the outlet of the heat exchange channel. The electric vehicle also includes a water pump, which is connected between the third valve port of the other three-way valve and the liquid inlet of the heat exchange channel, or the water pump and the liquid storage tank are connected in series between the liquid outlet of the heat exchange channel and the third valve port of the three-way valve. The second valve port and the third valve port of the three-way valve are also used to deliver coolant flowing from the outlet of the storage tank to the external liquid cooling device through the injection port under the drive of the water pump. The injection port is connected to the liquid inlet of the storage tank through one of the three-way valves, the liquid cooling channel, the other three-way valve, the heat exchange channel to form a liquid replenishment channel for the storage tank; The outlet of the liquid storage tank is connected to the injection port through one of the three-way valves to form the liquid storage tank drainage channel.

14. The electric vehicle according to claim 3, characterized in that, The inlet of the heat exchange channel is used to receive coolant flowing out from the third valve port of the other three-way valve through the liquid storage tank, wherein the outlet of the liquid storage tank is connected to the inlet of the heat exchange channel, and the inlet of the liquid storage tank is connected to the third valve port of the other three-way valve. The electric vehicle also includes a water pump, which and the liquid storage tank are connected in series between the third valve port of the other three-way valve and the liquid inlet of the heat exchange channel, or the water pump is connected between the liquid outlet of the heat exchange channel and the third valve port of the one three-way valve. The second valve port and the third valve port of the three-way valve are also used to deliver the coolant flowing out of the outlet of the heat exchange channel to the external liquid cooling equipment through the injection port under the drive of the water pump. The injection port is connected to the inlet of the storage tank through one of the three-way valves, the liquid cooling channel, and the other three-way valve to form the liquid replenishment channel of the storage tank; The outlet of the liquid storage tank is connected to the injection port through the heat exchange channel and the three-way valve to form the liquid storage tank drainage channel.

15. The electric vehicle according to any one of claims 10 to 14, characterized in that, Each of the three-way valves includes a housing and a valve core, the housing being for receiving the valve core and the valve core being for axial rotation about the housing; The housing includes an outer peripheral surface and a bottom surface. One end of the outer peripheral surface is connected to the bottom surface along the axial direction of the housing. The first valve port is located on the bottom surface. The second valve port and the third valve port are arranged at intervals along the circumference of the housing on the outer peripheral surface. The central angle between the second valve port and the third valve port along the circumference of the housing is not equal to 180°. The circumference of the housing is the rotation direction of the valve core. The valve core includes three interfaces, and any two of the three interfaces are connected through an internal channel of the valve core; wherein... One of the interfaces is located on the surface of the valve core facing the first valve port along the axial direction of the housing, and the one interface communicates with the first valve port. The other two interfaces are located on the surface of the valve core facing the outer peripheral surface along the radial direction of the housing, and the other two interfaces are respectively used to communicate with the second valve port and the third valve port.

Images