Liquid-electricity combined supply charging pile device

Abstract

The utility model belongs to the field of charging devices, and particularly relates to a liquid-electric combined control charging pile device which can control the temperature of a power battery through a liquid cooling device when the power battery of a vehicle is charged. The utility model designs a liquid-electricity combined supply charging pile device which can cool a power battery of a vehicle when the power battery is charged, on one hand, the temperature of the power battery can be better controlled, charging can be better served, the maximum power and the maximum efficiency of charging are guaranteed, and the charging time is shortened, and on the other hand, the liquid-electricity combined supply charging pile device is more energy-saving and environment-friendly. The liquid-electricity combined supply charging pile device provides cooling liquid, in some cases, a vehicle-mounted liquid cooling system is not needed to control the temperature of the power battery, and in some cases, the liquid cooling assembly of the liquid-electricity combined supply charging pile device is matched with the vehicle-mounted liquid cooling system, and the working load of the vehicle-mounted liquid cooling system can also be reduced.

Description

Technical Field

[0001] The utility model belongs to the field of charging devices, and particularly relates to a liquid-electricity joint control charging pile device that can control the temperature of a power battery of a vehicle through a liquid cooling device when charging the power battery of the vehicle. Background Art

[0002] When charging ultra-high power new energy vehicles, in order to improve the charging rate and reduce the charging time cost, the charging voltage or charging current will be continuously increased to shorten the charging time, and the charging pile with ultra-high charging capacity is called a "super charging pile", abbreviated as "ultra-charging" pile, and the charging station equipped with the "ultra-charging" pile is also called an "ultra-charging station".

[0003] When researching and developing the "ultra-charging" technology, methods such as increasing the charging voltage and increasing the charging current are mainly used to shorten the charging time. Because of the increase in the charging voltage and current, the charging gun and charging wire also generate too much heat due to the increase in the power conduction power. Therefore, another technical breakthrough goal of ultra-charging is mainly to solve the cooling problem of the charging gun and related cables. With the application of liquid cooling technology, the cooling problem of the charging gun and related cables has also been solved. However, the application of the "ultra-charging" technology has encountered new problems, which affect the popularization and promotion of the ultra-charging technology.

[0004] As is well known, in order to ensure the safety, reliability and service life of the power battery, new energy vehicles are provided with a thermal management system for the power battery, which is mainly used to control the heat dissipation of the power battery during operation, and also has the functions of temperature uniformity control and heating in low temperature environments. In order to maximize the vehicle's carrying and transportation capacity, the volume and weight of the thermal management system of each vehicle are strictly controlled. Therefore, the quota left for the thermal management system is limited, which results in limited heat dissipation capacity of the thermal management system configuration. When the vehicle adopts the "ultra-charging" technology, the heat generated by the power battery during charging is much greater than the heat generated during normal discharging. (For example, when charging at a rate of 2C or higher, the heat generated by the battery cells can reach more than three times the heat generated during normal discharging). Because of the significant increase in heat generation, which exceeds the cooling capacity that the on-vehicle thermal management system can bear, the battery cells will experience a temperature increase due to insufficient heat dissipation. When the temperature of the battery cells rises to the protection threshold of the vehicle BMS system, the BMS system will actively suppress the charging current to protect the battery cells, which results in the fact that the vehicle cannot truly "ultra-charge" when using the "ultra-charging" pile. Summary of the Utility Model

[0005] In view of the deficiencies of the prior art, the utility model designs a liquid-electricity joint supply charging pile device that can simultaneously provide liquid cooling and charging for the power battery of a vehicle.

[0006] The technical solution of the utility model is as follows:

[0007] Liquid-electricity combined supply charging pile device, which includes a housing. The housing is divided into two installation cavities. A charging device and a liquid cooling device are respectively arranged in the installation cavities. A charging gun is connected to the charging device. The charging gun is used to connect with the charging interface of the power battery of the vehicle. The liquid cooling device includes a liquid cooling component and a first pipeline and a second pipeline connected to the liquid cooling component. The first pipeline and the second pipeline are used to connect with a heat exchanger arranged on the vehicle. The liquid cooling component includes a plate heat exchanger. The primary side of the plate heat exchanger is connected with a compression refrigeration unit, and the secondary side of the plate heat exchanger is connected with a coolant circulation unit. One end of the first pipeline is connected to the outlet of the secondary side of the plate heat exchanger, and one end of the second pipeline is connected to the coolant circulation unit.

[0008] Further, a first one-way valve is provided on the first pipeline. The first one-way valve is configured to limit the flow direction of the first pipeline. The coolant can only flow from the liquid cooling component to the heat exchanger of the vehicle. A second one-way valve is provided on the second pipeline. The second one-way valve is configured to limit the flow direction of the second pipeline. The coolant can only flow from the heat exchanger of the vehicle to the coolant circulation unit.

[0009] Further, an air inlet pipeline is also provided on the first pipeline. The air inlet pipeline is connected to a high-pressure air source.

[0010] Further, the compression refrigeration unit includes a compressor. One end of the compressor is connected to an interface on the primary side of the plate heat exchanger. The other end of the compressor is connected with a condenser through a pipeline. The condenser is connected to the other interface on the primary side of the plate heat exchanger through a pipeline. An expansion valve is also provided on the connecting pipeline between the condenser and the plate heat exchanger.

[0011] Further, a cooling fan is also included. The cooling fan is used to accelerate the air flow around the condenser.

[0012] Further, the coolant circulation unit includes a storage tank. The storage tank is connected to an interface on the secondary side of the plate heat exchanger through a pipeline. A circulation pump is provided on the pipeline connecting the storage tank and the secondary side of the plate heat exchanger. The circulation pump is configured to extract the coolant from the storage tank and enter the plate heat exchanger. The other interface on the secondary side of the plate heat exchanger is connected to the first pipeline. A return port is also provided on the storage tank. The second pipeline is connected to the return port.

[0013] Further, an electric heating unit is provided in the storage tank.

[0014] Furthermore, the heat exchanger includes a heat exchange housing, in which a first heat exchange chamber, a second heat exchange chamber and a third heat exchange chamber are provided. The first heat exchange chamber and the third heat exchange chamber are located on both sides of the second heat exchange chamber. The first heat exchange chamber is connected to a first pipeline and a second pipeline. The second heat exchange chamber is connected to the circulation system of the vehicle's power battery. The third heat exchange chamber is connected to the air-conditioning cooling system of the vehicle.

[0015] Furthermore, the circulation system includes a circulation pipeline arranged inside the power battery. One end of the circulation pipeline is connected to one end of the first heat exchange chamber, the other end of the circulation pipeline is connected to a circulation storage tank, the liquid outlet of the circulation storage tank is connected to a circulation pump, and the other end of the circulation pump is connected to the other end of the first heat exchange chamber.

[0016] Furthermore, the air-conditioning cooling system includes an air-conditioning compressor connected to the third heat exchange chamber. The other end of the air-conditioning compressor is connected to an air-conditioning condenser. The other end of the air-conditioning condenser is connected to an expansion valve. The other end of the expansion valve is connected to the other end of the third heat exchange chamber.

[0017] In summary, the present utility model has the following beneficial effects:

[0018] The present utility model designs a liquid-electricity combined supply charging pile device, which can provide cooling for the vehicle's power battery while charging the power battery. On the one hand, it can better control the temperature of the power battery, better serve the charging, ensure the maximum power and highest efficiency of the charging, and shorten the charging time. On the other hand, the liquid-electricity combined supply charging pile device provides coolant. In some cases, it is not necessary to use the vehicle-mounted liquid cooling system to control the temperature of the power battery. In some cases, the liquid cooling component of the liquid-electricity combined supply charging pile device cooperates with the vehicle-mounted liquid cooling system, which can also reduce the working load of the vehicle-mounted liquid cooling system. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 and Figure 2 is the system composition diagram of the present utility model;

[0020] Figure 3 is the connection schematic diagram of the heat exchanger with the air-conditioning cooling system and the circulation system of the vehicle's power battery;

[0021] Figure 4 is the detailed schematic diagram of the heat exchanger with the air-conditioning cooling system and the circulation system of the vehicle's power battery;

[0022] In the figure, 1 is the housing, and 10 is the installation cavity.

[0023] 2 is the charging device.

[0024] 3 is a liquid cooling device, 30 is a liquid cooling component, 301 is a plate heat exchanger, 302 is a compression refrigeration unit, 303 is a coolant circulation unit,

[0025] 4 is the first pipeline, 40 is the first check valve, 41 is the intake pipeline, 42 is the high-pressure gas source,

[0026] 5 is the second pipeline, 50 is the second check valve,

[0027] 3020 is a compressor, 3021 is a condenser, 3022 is an expansion valve, 3023 is a cooling fan,

[0028] 3030 is a storage tank, 3031 is a circulation pump, 30301 is the return port, 30302 is an electric heating unit,

[0029] 6 is a heat exchanger, 60 is a heat exchange housing, 601 is the first heat exchange chamber, 602 is the second heat exchange chamber, 603 is the third heat exchange chamber,

[0030] 7 is a circulation system, 70 is a circulation pipeline, 71 is a circulation storage tank, 72 is a circulation pump,

[0031] 8 is an air-conditioning cooling system, 80 is an air-conditioning compressor, 81 is an air-conditioning condenser, 82 is an expansion valve, 83 is a cooling fan. Detailed implementation mode

[0032] The present utility model will be further described below in conjunction with the accompanying drawings and specific embodiments, so that those skilled in the art can better understand the present utility model and be able to implement it, but the embodiments cited do not limit the present utility model.

[0033] It should be noted that when an element is referred to as being "arranged on" or "fixed on" another element, it can be directly on the other element or there can also be an intermediate element. When an element is referred to as being "fixed on" another element or "fixedly connected" to another element, the connection between them can be a detachable fixing method or a non-detachable fixing method. When an element is considered to be "connected" or "rotatably connected" to another element, it can be directly connected to the other element or there may be an intermediate element at the same time. The terms "vertical", "horizontal", "left", "right", "up", "down" and similar expressions are only for the purpose of illustration and do not represent the only implementation mode.

[0034] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which this utility model pertains. The terms used in the description of this utility model herein are for the purpose of describing specific embodiments only and are not intended to limit this utility model. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0035] In this utility model, the terms such as "first", "second", "third", etc. are used for name distinction only and do not represent specific quantities and sequences.

[0036] See Figure 1 and Figure 2 As shown, the liquid-electricity combined supply charging pile device includes a housing 1. The housing 1 is divided into two installation cavities 10. A charging device 2 and a liquid cooling device 3 are respectively arranged in the installation cavities 10. A charging gun 20 is connected to the charging device 2. The charging gun 20 is used to connect with the charging interface of the power battery of the vehicle. The liquid cooling device 3 includes a liquid cooling assembly 30 and a first pipeline 4 and a second pipeline 5 connected to the liquid cooling assembly 30. The first pipeline 4 and the second pipeline 5 are used to connect with a heat exchanger 6 arranged on the vehicle. The liquid cooling assembly 30 includes a plate heat exchanger 301. A compression refrigeration unit 302 is connected to the primary side of the plate heat exchanger 301, and a coolant circulation unit 303 is connected to the secondary side of the plate heat exchanger 301. One end of the first pipeline 4 is connected to the outlet of the secondary side of the plate heat exchanger, and one end of the second pipeline is connected to the coolant circulation unit.

[0037] This utility model designs a liquid-electricity combined supply charging pile device, which has a charging pile and a liquid cooling pile. The charging pile is used to charge the power battery, and the liquid cooling pile is used to supply coolant to the heat exchanger of the vehicle. The coolant exchanges heat with the circulating liquid carrying the heat of the power battery in the heat exchanger of the vehicle, thereby reducing the temperature of the circulating liquid, and further controlling the temperature of the power battery, so that the temperature of the power battery is within the optimal working temperature range, obtaining higher charging efficiency and charging speed, effectively shortening the charging time of the vehicle and shortening the waiting time of the user.

[0038] A first one-way valve 40 is provided on the first pipeline 4. The first one-way valve 40 is configured to limit the flow direction of the first pipeline. The coolant can only flow from the liquid cooling assembly to the heat exchanger of the vehicle. A second one-way valve 50 is provided on the second pipeline 5. The second one-way valve 50 is configured to limit the flow direction of the second pipeline. The coolant can only flow from the heat exchanger of the vehicle to the coolant circulation unit. By setting the one-way valves to limit the flow directions of the first pipeline and the second pipeline, it is convenient to quickly cut off the coolant.

[0039] An intake pipeline 41 is further provided on the first pipeline 4. The intake pipeline 41 is connected to a high-pressure gas source 42. The provided intake pipeline is used to introduce high-pressure gas into the first pipeline. After the liquid-electricity combined supply charging pile device stops working, high-pressure gas is introduced. The high-pressure gas discharges the liquid remaining in the first pipeline, the vehicle's heat exchanger, and the second pipeline, causing the coolant to flow back into the coolant circulation unit, avoiding the retention of the coolant in the vehicle's heat exchanger. On the one hand, it can avoid the problem of coolant mixing between different liquid-electricity combined supply charging pile devices. On the other hand, it also avoids the problem that the coolant may freeze in the heat exchanger when the vehicle crosses different latitude regions, ensuring the safety of the vehicle.

[0040] The compression refrigeration unit 302 includes a compressor 3020. One end of the compressor 3020 is connected to an interface on the primary side of the plate heat exchanger. The other end of the compressor 3020 is connected to a condenser 3021 through a pipeline. The condenser 3021 is connected to another interface on the primary side of the plate heat exchanger 301 through a pipeline. An expansion valve 3022 is further provided on the connecting pipeline between the condenser 3021 and the plate heat exchanger. The compression refrigeration unit compresses the refrigerant through the compressor to obtain a high-temperature and high-pressure gaseous refrigerant, then conducts heat exchange with the external environment through the condenser to obtain a high-temperature and high-pressure liquid refrigerant, and then through the action of the expansion valve, a refrigerant mixture of low-temperature and low-pressure liquid and gas is obtained. At this time, the refrigerant enters the plate heat exchanger 301 to conduct heat exchange with the coolant coming from the power battery, reducing the temperature of the coolant.

[0041] It further includes a cooling fan 3023. The cooling fan is used to accelerate the air flow around the condenser. The provided cooling fan increases the air flow speed around the condenser, thereby enhancing the condensation effect of the condenser and better reducing the temperature of the refrigerant.

[0042] The described coolant circulation unit 303 includes a storage tank 3030. The storage tank 3030 is connected to an interface on the secondary side of the plate heat exchanger through a pipeline. A circulation pump 3031 is provided on the pipeline connecting the storage tank 3030 to the secondary side of the plate heat exchanger 301. The circulation pump 3031 is configured to extract the coolant from the storage tank and enter the plate heat exchanger 301. Another interface on the secondary side of the plate heat exchanger 301 is connected to the first pipeline 4. A return port 30301 is further provided on the storage tank 3030. The second pipeline 5 is connected to the return port. The coolant circulation unit is used to realize the circulation of the coolant of the liquid cooling device in the heat exchanger of the vehicle. The circulation pump extracts and transports the coolant from the storage tank into the plate heat exchanger. The coolant exchanges heat with the refrigerant of the compression refrigeration unit in the plate heat exchanger, thereby obtaining low-temperature coolant. The low-temperature coolant enters the heat exchanger of the vehicle through the first pipeline, exchanges heat with the coolant of the circulation system of the power battery in the heat exchanger of the vehicle, and the coolant after heat exchange flows back to the storage tank through the second pipeline. The coolant in the coolant circulation unit of the present invention is in a self-circulation mode and will not be mixed with the coolant of the power battery of the vehicle, avoiding the risk of position caused by coolant mixing and improving customer satisfaction.

[0043] Furthermore, an electric heating unit 30302 is provided in the storage tank 3030. In different seasons, especially in winter, there may be a large gap between the ambient temperature and the normal operating temperature of the power battery. The low-temperature coolant cannot meet the requirements of power battery temperature control. Therefore, the coolant can be heated by the electric heating unit, and the temperature of the circulating coolant of the power battery can be controlled by the heated coolant, so that the temperature of the power battery is within the optimal operating temperature range.

[0044] See Figure 3 As shown, the heat exchanger 6 includes a heat exchange housing 60. A first heat exchange chamber 601, a second heat exchange chamber 602, and a third heat exchange chamber 603 are provided in the heat exchange housing. The first heat exchange chamber 601 and the third heat exchange chamber 603 are located on both sides of the second heat exchange chamber 602. The first heat exchange chamber 601 is connected to the first pipeline 4 and the second pipeline 5. The second heat exchange chamber 602 is connected to the circulation system 7 of the power battery of the vehicle. The third heat exchange chamber is connected to the air-conditioning cooling system 8 of the vehicle. The structure of the heat exchanger of the present invention is improved, and a three-chamber structure design is adopted. One heat exchanger can be reduced in layout on the vehicle, which is also beneficial to reducing the weight of the vehicle. Further, the liquid cooling device can be coordinated with the air-conditioning cooling system of the vehicle, and the two complement each other, enabling better and faster control of the temperature of the power battery.

[0045] See Figure 4As shown in the figure, the described circulation system 7 includes a circulation pipeline 70 arranged inside the power battery. One end of the circulation pipeline 70 is connected to one end of the second heat exchange chamber 601, and the other end of the circulation pipeline 70 is connected to a circulation storage tank 71. The liquid outlet of the circulation storage tank 71 is connected to a circulation pump 72, and the other end of the circulation pump 72 is connected to the other end of the second heat exchange chamber 601. The circulation system drives the coolant in the circulation storage tank to flow in the power battery and the second heat exchange chamber of the heat exchanger through the circulation pump, absorbs the heat generated by the power battery into the circulating coolant, and exchanges heat in the heat exchanger, thereby realizing the control of the temperature of the power battery and enabling the power battery to be within the optimal operating temperature range.

[0046] See Figure 4 As shown in the figure, the described air-conditioning cooling system 8 includes an air-conditioning compressor 80 connected to the third heat exchange chamber. The other end of the air-conditioning compressor 80 is connected to an air-conditioning condenser 81. The other end of the air-conditioning condenser 81 is connected to an expansion valve 82. The other end of the expansion valve 82 is connected to the other end of the third heat exchange chamber. When the vehicle is not connected to the liquid cooling device, the air-conditioning cooling system can also adjust the temperature through the heat exchanger with the coolant of the circulation cooling system. Therefore, the vehicle can also independently control the temperature of the power battery. It also includes a cooling fan 83 acting on the air-conditioning condenser.

[0047] The usage process of the present utility model:

[0048] 1. When the vehicle is parked at the liquid-electricity combined supply charging pile device, the user selects the charging rate as needed;

[0049] 2. The user connects the first pipeline and the second pipeline to the connection ends of the heat exchanger of the vehicle. The charging pile device will detect that the liquid cooling device is successfully connected to the heat exchanger of the vehicle. At this time, the liquid cooling device exchanges heat with the circulation system of the power battery;

[0050] 3. The charging device starts charging. The in-vehicle BMS system will monitor the temperatures of the power battery and the circulating coolant, and send instructions to the charging pile to adjust the charging power. When the battery temperature is too high, the in-vehicle BMS instructs to lower the temperature of the coolant or increase the cooling power. When the battery temperature is too low, it instructs to raise the coolant temperature or reduce the cooling power. The liquid cooling system of the liquid-electricity combined supply charging pile device adjusts the refrigeration power and output temperature according to the system instructions.

[0051] 4. After charging is completed, the liquid cooling device will continue to operate according to the cooling requirements of the in-vehicle power battery until the power battery temperature is safe. The liquid-electricity combined supply charging pile recovers the liquid and purges the liquid supply pipeline of the liquid cooling device according to the system instructions. After the purging is completed (time setting or pressure setting), the system interface of the liquid-electricity combined supply charging pile system displays that the charging is completed.

[0052] In summary, the present utility model has the following beneficial effects:

[0053] The utility model designs a liquid-electricity combined supply charging pile device, which can provide cooling for the power battery of a vehicle while charging the power battery. On the one hand, it can better control the temperature of the power battery, better serve the charging, ensure the maximum power and highest efficiency of charging, and shorten the charging time. On the other hand, the liquid-electricity combined supply charging pile device provides coolant. In some cases, it is not necessary to use an in-vehicle liquid cooling system to control the temperature of the power battery. In some cases, the liquid cooling component of the liquid-electricity combined supply charging pile device cooperates with the in-vehicle liquid cooling system, which can also reduce the working load of the in-vehicle liquid cooling system.

[0054] Based on the embodiments of the utility model described above, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of the utility model.

Claims

1. A liquid-electric combined power charging pile device, comprising a shell, wherein the shell is divided into two installation chambers, wherein a charging device and a liquid cooling device are respectively arranged in the installation chambers, wherein the charging device is connected to a charging gun, wherein the charging gun is used to be connected to a charging interface of a power battery of a vehicle, wherein the liquid cooling device comprises a liquid cooling component and a first pipeline and a second pipeline connected to the liquid cooling component, wherein the first pipeline and the second pipeline are used to be connected to a heat exchanger arranged on the vehicle, wherein the liquid cooling component comprises a plate heat exchanger, wherein a compression refrigeration unit is connected to a primary side of the plate heat exchanger, wherein a coolant circulation unit is connected to a secondary side of the plate heat exchanger, wherein one end of the first pipeline is connected to an outlet of the secondary side of the plate heat exchanger, and one end of the second pipeline is connected to the coolant circulation unit.

2. The liquid-electricity combined power charging pile device according to claim 1, characterized in that: A first one-way valve is provided on the first pipeline, and the first one-way valve is configured to limit the flow direction of the first pipeline, so that the coolant can only flow from the liquid cooling component to the heat exchanger of the vehicle. A second one-way valve is provided on the second pipeline, and the second one-way valve is configured to limit the flow direction of the second pipeline, so that the coolant can only flow from the heat exchanger of the vehicle to the coolant circulation unit.

3. The liquid-electricity combined power charging pile device according to claim 1, characterized in that: The first pipeline is also provided with an air intake pipeline, which is connected to a high-pressure air source.

4. The liquid-electricity combined power charging pile device according to claim 1, characterized in that: The compression refrigeration unit includes a compressor, one end of which is connected to an interface on the primary side of a plate heat exchanger, and the other end of the compressor is connected to a condenser through a pipeline. The condenser is connected to another interface on the primary side of the plate heat exchanger through a pipeline, and an expansion valve is also provided on the connecting pipeline between the condenser and the plate heat exchanger.

5. The liquid-electricity combined power charging pile device according to claim 4, characterized in that: The device also includes a heat dissipation fan, which is used to accelerate the air flow around the condenser.

6. The liquid-electricity combined power charging pile device according to claim 1, characterized in that: The coolant circulation unit includes a storage box, which is connected to an interface on the secondary side of the plate heat exchanger through a pipeline. A circulation pump is provided on the pipeline connecting the storage box and the secondary side of the plate heat exchanger. The circulation pump is configured to draw coolant from the storage box into the plate heat exchanger. Another interface on the secondary side of the plate heat exchanger is connected to the first pipeline. A reflux port is also provided on the storage box, and the second pipeline is connected to the reflux port.

7. The liquid-electricity combined power charging pile device according to claim 6, characterized in that: An electric heating unit is arranged in the storage box.

8. The liquid-electricity combined power charging pile device according to claim 1, characterized in that: The heat exchanger includes a heat exchange shell, in which a first heat exchange chamber, a second heat exchange chamber and a third heat exchange chamber are arranged. The first heat exchange chamber and the third heat exchange chamber are located on both sides of the second heat exchange chamber. The first heat exchange chamber is connected to the first pipeline and the second pipeline, the second heat exchange chamber is connected to the circulation system of the vehicle's power battery, and the third heat exchange chamber is connected to the vehicle's air conditioning cooling system.

9. The liquid-electricity combined power charging pile device according to claim 8, characterized in that: The circulation system includes a circulation pipeline arranged inside the power battery, one end of the circulation pipeline is connected to one end of the first heat exchange chamber, the other end of the circulation pipeline is connected to a circulation storage box, the liquid outlet of the circulation storage box is connected to a circulation pump, and the other end of the circulation pump is connected to the other end of the first heat exchange chamber.

10. The liquid-electricity combined power charging pile device according to claim 8, characterized in that: The air conditioning cooling system includes an air conditioning compressor connected to the third heat exchange chamber, the other end of the air conditioning compressor is connected to the air conditioning condenser, the other end of the air conditioning condenser is connected to the expansion valve, and the other end of the expansion valve is connected to the other end of the third heat exchange chamber.

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