Low-energy consumption liquid cooling unit structure and automobile charging pile
By employing a liquid-cooled unit structure in the car charging station, and implementing personalized cooling control for the battery pack and charging module stack, the problem of high energy consumption in traditional air conditioning structures is solved, achieving a low-energy and high-efficiency charging effect.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- WUHAN SONGZ AUTOMOBILE AIR CONDITIONING CO LTD
- Filing Date
- 2025-07-30
- Publication Date
- 2026-07-24
Smart Images
Figure CN224545740U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of heat dissipation technology for car charging piles, and in particular to a low-energy liquid cooling unit structure and a car charging pile. Background Technology
[0002] With the rapid development of new energy vehicles, the coverage of car charging stations is becoming increasingly widespread. During operation, the internal electrical components of car charging stations generate a significant amount of heat. To prevent high temperatures from affecting charging efficiency, air conditioning systems are typically incorporated into the charging station structure for cooling. Traditional car charging station structures often only cool a single charging module or simultaneously cool multiple modules at the same temperature. The optimal operating temperatures of the charging modules within a car charging station often differ. Conventional air conditioning systems cannot provide targeted cooling for different charging modules, often leading to increased air conditioning energy consumption and potentially impacting the actual charging efficiency of the charging station. Utility Model Content
[0003] The main purpose of this utility model is to propose a low-energy liquid cooling unit structure and a car charging pile, which aims to solve the problem that conventional air conditioning structures cannot perform targeted cooling adjustments for different charging modules, often leading to increased air conditioning energy consumption and easily affecting the actual charging efficiency of the charging pile.
[0004] To achieve the above objectives, the low-energy liquid-cooled unit structure proposed in this utility model is applied to car charging piles. The low-energy liquid-cooled unit structure further includes:
[0005] A first circulation loop and a refrigeration system, wherein the first circulation loop has a first pipe section for connecting the battery pack of the vehicle charging station, and the refrigeration system is disposed in the first circulation loop for cooling the coolant in the first circulation loop.
[0006] A second circulation loop and a radiator assembly, the second circulation loop having a second pipe section for connecting to the charging module stack of the vehicle charging station, the radiator assembly being located in the second circulation loop corresponding to the output end of the second pipe section, and the cooling system also being connected to the second circulation loop to cool the coolant in the second circulation loop; and...
[0007] A feedback pipeline is connected to the output end of the second pipeline segment, and the output end of the feedback pipeline is connected to the input end of the first pipeline segment.
[0008] In one embodiment, the feedback pipeline is further provided with a second flow regulating valve; and / or,
[0009] The second circulation pipeline also includes a fourth pipe section, which is located between the output end of the second pipe section and the output end of the radiator assembly.
[0010] In one embodiment, the second circulation loop further includes a second water pump, and a third pipe section is formed between the inlet end of the second water pump and the outlet end of the radiator assembly.
[0011] The first pipe section has a first branch pipe at its output end, one end of which is connected to the third pipe section, and the first branch pipe is equipped with a second solenoid valve.
[0012] In one embodiment, a second branch pipe is provided at the output end of the refrigeration system, one end of the second branch pipe is connected to the third pipe section, and a first flow regulating valve is provided on the second branch pipe;
[0013] The output end of the second pipe section is also provided with a third branch pipe, one end of which is connected to the input end of the refrigeration system, and a first solenoid valve is provided on the third branch pipe.
[0014] In one embodiment, the second circulation loop further includes a second water tank, one end of which is connected to the third pipe section.
[0015] In one embodiment, a second branch pipe is provided at the output end of the refrigeration system, and one end of the second branch pipe is connected to the third pipe segment;
[0016] The first circulation loop also includes a first water pump;
[0017] The first water pump is located at the output end of the refrigeration system, and the input ends of the first pipe section and the second branch pipe are both connected to the output end of the first water pump.
[0018] In one embodiment, a third branch pipe is further provided at the output end of the second pipe section;
[0019] The first circulation loop also includes a first water tank;
[0020] A fourth branch pipe is provided at the output end of the first pipe section, the first water tank is located between the output end of the fourth branch pipe and the output end of the refrigeration system, and one end of the third branch pipe is connected to the first water tank.
[0021] In one embodiment, the refrigeration system includes a plate heat exchanger, with the output end of the first water tank and the input end of the first water pump respectively connected to both ends of the plate heat exchanger.
[0022] In one embodiment, the refrigeration system further includes a compressor assembly, a condenser assembly, and an expansion valve connected in sequence, with the plate heat exchanger disposed between the compressor assembly and the expansion valve to form a refrigeration circuit.
[0023] This utility model also discloses a car charging station, which includes:
[0024] Charging module stacks and battery packs; and,
[0025] The structure of a low-energy-consumption liquid-cooled unit includes:
[0026] A first circulation loop and a refrigeration system, wherein the first circulation loop has a first pipe section for connecting the battery pack of the vehicle charging station, and the refrigeration system is disposed in the first circulation loop for cooling the coolant in the first circulation loop.
[0027] A second circulation loop and a radiator assembly, the second circulation loop having a second pipe section for connecting to the charging module stack of the vehicle charging station, the radiator assembly being located in the second circulation loop corresponding to the output end of the second pipe section, and the cooling system also being connected to the second circulation loop to cool the coolant in the second circulation loop; and...
[0028] A feedback pipeline is connected to the output end of the second pipeline segment, and the output end of the feedback pipeline is connected to the input end of the first pipeline segment.
[0029] In this invention, a single refrigeration system can simultaneously cool two different cooling circuits. In practical use, this meets the varying cooling requirements of different charging modules. The two main cooling circuits are connected via multiple pipes, enabling multi-level cooling control of the charging modules. Structurally, this provides a foundation for the automatic control of each charging module within the charging pile structure. In actual use, it effectively reduces the actual output power of the refrigeration system, further lowering the overall energy consumption of the entire liquid-cooled unit. Attached Figure Description
[0030] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.
[0031] Figure 1A schematic diagram of the overall structure of an embodiment of the low-energy-consumption air conditioning structure provided by this utility model.
[0032] Explanation of icon numbers:
[0033] 1. Low-energy liquid-cooled unit structure; 2. First circulation loop; 21. First pipe section; 22. Fourth branch pipe; 23. First water pump; 24. First water tank; 3. Refrigeration system; 31. Plate heat exchanger; 32. Compressor assembly; 33. Condenser assembly; 34. Expansion valve; 4. Second circulation loop; 41. Second pipe section; 42. Third pipe section; 43. Fourth pipe section; 44. Second water tank; 45. Second water pump; 5. Feedback pipeline; 51. Second flow regulating valve; 6. First branch pipe; 61. Second solenoid valve; 7. Second branch pipe; 72. First flow regulating valve; 8. Third branch pipe; 81. First solenoid valve; 91. Charging module stack; 92. Battery pack.
[0034] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation
[0035] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.
[0036] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.
[0037] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.
[0038] With the rapid development of new energy vehicles, the coverage of car charging stations is becoming increasingly widespread. During operation, the internal electrical components of car charging stations generate a significant amount of heat. To prevent high temperatures from affecting charging efficiency, air conditioning systems are typically incorporated into the charging station structure for cooling. Traditional car charging station structures often only cool a single electrical module or simultaneously cool multiple modules at the same temperature. The optimal operating temperatures of the charging modules within a car charging station often differ. Conventional air conditioning systems cannot provide targeted cooling for different modules, often leading to increased air conditioning energy consumption and potentially impacting the actual charging efficiency of the charging station.
[0039] This invention proposes a low-energy-consumption air conditioning structure to solve the above problems.
[0040] Please see Figure 1 In one embodiment of this utility model, the low-energy liquid-cooled unit structure 1 is mainly used in car charging piles. For the car charging pile structure, the most important and easily heat-generating internal structures are the battery pack 92 and the charging module stack 91. The charging module stack 91 comprises a battery charging structure consisting of multiple electrical components within the charging pile. Its main function is to efficiently and stably convert the DC power required by the electric vehicle battery and to perform precise voltage and current control. It typically includes transformers, inductors, capacitors, and control circuits. During actual charging, the battery pack 92 and charging module stack 91, being the main functional modules, generate significant heat. However, in terms of overall temperature control, the normal operating temperature range of the charging module stack 91 is generally higher than that of the battery pack 92. To avoid high temperatures affecting charging efficiency, a liquid-cooling structure is usually used in the charging pile structure to reduce its temperature.
[0041] Compared to traditional liquid cooling unit structures in car charging piles, the liquid cooling unit structure in this solution has better energy efficiency. The liquid cooling unit structure includes multiple circulation loops and connecting pipelines, which can realize a negative feedback relationship between heat dissipation loops during operation, thereby achieving high-efficiency energy saving while ensuring cooling.
[0042] Specifically, the low-energy liquid-cooled unit structure 1 further includes a first circulation loop 2, a refrigeration system 3, a second circulation loop 4, a radiator assembly, and a feedback pipe 5. The first circulation loop 2 has a first pipe section 21, which is used to connect to the battery pack 92 of the vehicle charging pile. The refrigeration system 3 is located in the first circulation loop 2 to cool the coolant in the first circulation loop 2. The second circulation loop 4 has a second pipe section 41, which is used to connect to the charging module stack 91 of the vehicle charging pile. The radiator assembly is located in the second circulation loop 4 at the output end position of the second pipe section 41. The refrigeration system 3 is also connected to the second circulation loop 4 to cool the coolant in the second circulation loop 4. The feedback pipe 5 is connected to the output end of the second pipe section 41, and the output end of the feedback pipe 5 is connected to the input end of the first pipe section 21.
[0043] Firstly, the above structure mainly includes a first circulating loop 2 and a second circulating loop 4. The first circulating loop 2 primarily cools the battery pack 92 structure, while the second circulating loop 4 primarily cools the charging module stack 91. Specifically, the first circulating loop 2 primarily uses a cooling system 3 for cooling, which is more efficient than the second circulating loop 4 which uses a heat sink assembly. The cooling system 3 can accelerate the drop in coolant temperature more quickly per unit time. Therefore, to ensure the cooling effect of the second circulating loop 4, in the above embodiment, the cooling system 3 is also connected to the second circulating loop 4. When the coolant temperature in the second circulating loop is lower than a preset value, such as 40°C, the second circulating loop 4 can be cooled by the heat sink assembly without the cooling system 3, thus meeting the normal operating requirements of the charging module stack 91. When the temperature of the charging module stack 91 exceeds a preset value, the heat sink assembly can no longer effectively meet the heat dissipation requirements. At this time, the cooling system 3 intervenes, guiding the relatively cooler coolant in the first circulation loop 2 to the second circulation loop 4, thereby effectively promoting the temperature drop of the coolant in the second circulation loop 4. This configuration allows for simultaneous temperature control of two cooling loops through a single cooling system structure, which is beneficial for saving production resources.
[0044] Furthermore, since the charging module stack 91 uses a heat sink assembly for heat dissipation as described above, its temperature rises faster than that of the battery pack 92 during normal operation. The battery pack 92 has a required normal operating temperature range, generally between 35°C and 45°C. In winter, when the temperature is low, the initial temperature of the battery pack 92 is also low, making it difficult to enter an efficient charging state at the start of charging. In the above embodiment, connecting the output end of the second pipe section 41 to the input end of the first pipe section 21 allows coolant that has absorbed heat from the charging module stack 91 to be introduced into the first pipe section 21 and used to heat the battery pack 92. Combined with the operation of the cooling system 3, this maintains the temperature of the battery pack 92 between 35°C and 45°C, thus keeping the battery pack 92 in a highly efficient operating state. This helps improve the overall charging output efficiency of the car charging station.
[0045] In one embodiment of this utility model, a second flow regulating valve 51 is further provided on the feedback pipeline 5. The second flow regulating valve 51 can regulate the coolant flow rate in the feedback pipeline 5, thereby adjusting the flow rate of coolant introduced into the battery pack 92 to raise its temperature according to the actual temperature of the battery pack 92.
[0046] The second circulation loop 4 also includes a fourth pipe section 43, which is located between the output end of the second pipe section 41 and the output end of the radiator assembly.
[0047] The second circulation loop 4 also includes a second water pump 45, and a third pipe section 42 is formed between the water inlet end of the second water pump 45 and the water outlet end of the radiator assembly; a first branch pipe 6 is provided on the output end of the first pipe section 21, one end of the first branch pipe 6 is connected to the third pipe section 42, and a second solenoid valve 61 is provided on the first branch pipe 6.
[0048] For a standalone circulation loop, the second circulation loop 4 consists of a second pipe section 41, a third pipe section 42, and a fourth pipe section 43. In the second pipe section 41, after heat exchange between the coolant and the charging module stack 91, its temperature rises. After passing through the radiator assembly, the coolant temperature decreases and is then pumped by the second water pump 45 to the first pipe section 21 to cool the charging module stack 91. As mentioned above, if the temperature in the second circulation loop 4 is high, the cooling system 3 can intervene to lower the coolant temperature in the second circulation loop 4. In some cases, such as when the coolant temperature in the second circulation loop 4 is only slightly higher than its set value, the temperature of the charging module stack 91 can be lowered without increasing the output power of the cooling system 3. Specifically, the second solenoid valve 61 can be kept at a certain opening. At this time, the coolant passing through the battery pack 92 in the first circulation pipe 2 still maintains a relatively low temperature (the normal operating temperature range of the battery pack 92 is lower than the normal operating temperature range of the charging module stack 91). Part of the coolant is introduced into the third pipe section 42 through the first branch pipe 6, thereby further reducing the temperature of the coolant in the second circulation pipe 4. The end of the first branch pipe 6 is located in the third pipe section 42 because the coolant temperature passing through the radiator assembly in the second circulation loop 4 is relatively low. After mixing with the coolant in the first branch pipe 6 at the third pipe section 42, it can have a relatively low temperature, which is beneficial for cooling down the charging module stack 91. Therefore, when the charging module stack 91 heats up slightly, the cooling system 3 can adjust the temperature of the coolant in the second circulation loop 4 at the current power.
[0049] In one embodiment of the present invention, a second branch pipe 7 is provided on the output end of the refrigeration system 3, one end of the second branch pipe 7 is connected to the third pipe section 42, and a first flow regulating valve 72 is provided on the second branch pipe 7; a third branch pipe 8 is also provided on the output end of the second pipe section 41, one end of the third branch pipe 8 is connected to the input end of the refrigeration system 3, and a first solenoid valve 81 is provided on the third branch pipe 8.
[0050] As mentioned above, when the coolant temperature in the second circulation loop 4 is relatively high, the refrigeration system 3 can intervene to promote rapid cooling in the second circulation loop 4. Specifically, during the operation of the refrigeration system 3, the first flow regulating valve 72 can be opened to a certain degree. At this time, the low-temperature coolant after heat exchange by the refrigeration system 3 can flow directly through the second branch pipe 7 to the third pipe section 42. Since the coolant has not passed through the battery pack 92, it has a lower temperature, which can further reduce the temperature of the coolant in the second circulation loop 4, thereby promoting rapid cooling of the charging module stack 91. In order to maintain a relatively balanced state between the coolant in the first circulation loop 2 and the second circulation loop 4, a portion of the coolant flowing in the second circulation loop 4 will flow back to the refrigeration system 3 through the third branch pipe 8. During this process, the return flow can be controlled by the first solenoid valve 81 on the third branch pipe 8.
[0051] Through the above control process, it is easy to see that the second circulation loop 4 actually includes multiple cooling levels, which can be divided into low, medium and high.
[0052] The cooling process for low-speed operation is as follows: the first circulation loop 2 and the second circulation loop 4 are divided as follows: Figure 1 The two separate loops shown on the left and right have independent coolant circulation. This corresponds to the state where the temperature of the charging module stack 91 is relatively low. In this state, the second circulation loop 4 does not require the intervention of the cooling system 3.
[0053] At the medium setting, the temperature of the charging module stack 91 is slightly higher than its set value. At this point, the coolant in the second circulation loop 4 alone cannot bring the temperature of the charging module stack 91 back to the normal range. Therefore, the second solenoid valve 61 and the first solenoid valve 81 can be opened to a certain degree. The specific opening degree can be adjusted according to the actual temperature of the charging module stack 91. At this time, the coolant that has passed through the battery pack 92 and is relatively cool can mix with the coolant that has been cooled by the radiator assembly, further reducing the temperature of the coolant in the second circulation loop 4. This allows the charging module stack 91, whose temperature is slightly higher than the set value, to return to the normal temperature range. During this process, the third branch pipe 8 can control the coolant return flow. During this process, the cooling system 3 can also operate at the current power, exhibiting good economic performance.
[0054] At the high setting, the actual temperature of the charging module stack 91 may be relatively high. Simply introducing coolant into the second circulation loop 4 through the third branch pipe 8 is unlikely to lower the temperature of the charging module stack 91 to its normal operating range. At this time, the second solenoid valve 61, the first flow regulating valve 72, and the first solenoid valve 81 are all open to a certain degree, and the actual power of the refrigeration system 3 also tends to increase. Under this state, at the medium setting, the low-temperature coolant after heat exchange by the refrigeration system 3 can flow directly into the third pipe section 42 through the second straight pipe, thereby further reducing the actual temperature of the coolant in the third pipe section 42, and consequently, further lowering the temperature of the charging module stack 91.
[0055] It is conceivable that the coolant temperature in the second circulation loop 4 is higher than that in the first circulation loop 2. Therefore, when the room temperature is relatively low, the second flow regulating valve 51 can be opened to a certain degree according to the actual situation, thereby raising the temperature of the battery pack 92 as much as possible. During this process, the first flow regulating valve 72 or the second solenoid valve 61 can be selectively opened according to the actual temperature of the charging module stack 91, so as to keep the coolant in the two loops in a relatively balanced state.
[0056] In the above-mentioned settings, corresponding temperature monitoring elements can be set to monitor the actual temperature of the charging module stack 91 and the battery pack 92 in real time. The controller structure controls the valve body and the refrigeration system 3 to work, thereby enabling automatic control and real-time adjustment of the cooling temperature of each circuit according to the actual temperature of the charging module stack 91 and the battery pack 92, which helps to further reduce the overall energy consumption of the entire air conditioning structure.
[0057] In one embodiment of the present invention, the second circulation loop 4 further includes a second water tank 44, one end of which is connected to the third pipe section 42.
[0058] The second pipe section 41 is also provided with a third branch pipe 8 at its output end; the first circulation loop 2 also includes a first water tank 24; the first pipe section 21 is provided with a fourth branch pipe 22 at its output end, the first water tank 24 is located between the output end of the fourth branch pipe 22 and the output end of the refrigeration system 3, and one end of the third branch pipe 8 is connected to the first water tank 24.
[0059] A first water tank 24 and a second water tank 44 are respectively provided in the first circulation loop 2 and the second circulation loop 4. Preferably, the first water tank 24 and the second water tank 44 are configured as expansion tanks. During the cooling process of the battery pack 92 and the charging module stack 91 by the above two loops, the water tank structure can replenish water and release pressure, thereby improving the operational stability of the entire air conditioning structure.
[0060] The first circulation pipeline 2 further includes a first water pump 23; the first water pump 23 is located at the output end of the refrigeration system 3, and the input ends of the first pipe section 21 and the second branch pipe 7 are both connected to the output end of the first water pump 23.
[0061] The first water pump 23 mainly pumps out the coolant after heat exchange in the refrigeration system 3 to improve the flow effect of the coolant in the corresponding circuit and pipeline.
[0062] A fourth branch pipe 22 is provided at the output end of the first pipe section 21, and the first water tank 24 is located between the output end of the fourth branch pipe 22 and the output end of the refrigeration system 3. One end of the third branch pipe 8 is connected to the first water tank 24.
[0063] In one embodiment of the present invention, the refrigeration system 3 includes a plate heat exchanger 31, and the output end of the first water tank 24 and the input end of the first water pump 23 are respectively connected to the two ends of the plate heat exchanger 31.
[0064] The refrigeration system 3 also includes a compressor assembly, a condenser assembly 33 and an expansion valve 34 connected in sequence. The plate heat exchanger 31 is located between the compressor assembly and the expansion valve 34 to form a refrigeration circuit.
[0065] The refrigeration system 3 is a conventional refrigeration system structure, which mainly includes a compressor 32, a condenser assembly 33, an expansion valve 34, and a plate heat exchanger 31. Among them, the plate heat exchanger 31 is the main structure for heat exchange between the coolant and the refrigerant.
[0066] It is conceivable that the radiator assembly typically includes an integral component consisting of a radiator tank and a fan structure. The radiator tank has multiple flat tube structures, which can increase the contact area with the air. Together with the fan structure, it can effectively promote the cooling of the coolant.
[0067] The battery pack 92 and the charging module stack 91 are respectively mounted on the first pipe section 21 and the second pipe section 41. Specifically, the installation method can be set to contact installation. Because both the battery pack 92 and the charging module stack 91 require hydrophobicity, the actual shapes of the first pipe section 21 and the second pipe section 41 can be appropriately modified during the installation process to increase the contact area between the pipe structure and the corresponding electrical components, thereby achieving efficient heat exchange.
[0068] This utility model also includes a car charging pile, the charging pile structure comprising a charging module stack 91 and a battery pack 92. The car charging pile also includes a low-energy liquid cooling unit structure 1, which is as described in the above embodiments. Since the low-energy liquid cooling unit structure 1 adopts all the technical solutions in the above embodiments, it should possess all the beneficial effects of the above embodiments, and will not be elaborated further here. The charging module stack 91 and the battery pack 92 are respectively connected to the second pipe section 41 and the first pipe section 21.
[0069] The above description is merely an exemplary embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.
Claims
1. A low-energy-consumption liquid-cooled unit structure, applied to vehicle charging piles, characterized in that, The low-energy-consumption liquid-cooled unit structure also includes: A first circulation loop and a refrigeration system, wherein the first circulation loop has a first pipe section for connecting the battery pack of the vehicle charging station, and the refrigeration system is disposed in the first circulation loop for cooling the coolant in the first circulation loop. A second circulation loop and a radiator assembly, the second circulation loop having a second pipe section for connecting to the charging module stack of the vehicle charging station, the radiator assembly being located in the second circulation loop corresponding to the output end of the second pipe section, and the cooling system also being connected to the second circulation loop to cool the coolant in the second circulation loop; and... A feedback pipeline is connected to the output end of the second pipeline segment, and the output end of the feedback pipeline is connected to the input end of the first pipeline segment.
2. The low-energy-consumption liquid-cooled unit structure as described in claim 1, characterized in that, The feedback pipeline is also equipped with a second flow regulating valve; and / or, The second circulation loop also includes a fourth pipe segment, which is located between the output end of the second pipe segment and the output end of the radiator assembly.
3. The low-energy-consumption liquid-cooled unit structure as described in claim 1, characterized in that, The second circulation loop also includes a second water pump, and a third pipe section is formed between the water inlet of the second water pump and the water outlet of the radiator assembly; The first pipe section has a first branch pipe at its output end, one end of which is connected to the third pipe section, and the first branch pipe is equipped with a second solenoid valve.
4. The low-energy-consumption liquid-cooled unit structure as described in claim 3, characterized in that, The output end of the refrigeration system is provided with a second branch pipe, one end of which is connected to the third pipe section, and a first flow regulating valve is provided on the second branch pipe; The output end of the second pipe section is also provided with a third branch pipe, one end of which is connected to the input end of the refrigeration system, and a first solenoid valve is provided on the third branch pipe.
5. The low-energy-consumption liquid-cooled unit structure as described in claim 3, characterized in that, The second circulation loop also includes a second water tank, one end of which is connected to the third pipe section.
6. The low-energy-consumption liquid-cooled unit structure as described in claim 3, characterized in that, The output end of the refrigeration system is provided with a second branch pipe, one end of which is connected to the third pipe section; The first circulation loop also includes a first water pump; The first water pump is located at the output end of the refrigeration system, and the input ends of the first pipe section and the second branch pipe are both connected to the output end of the first water pump.
7. The low-energy-consumption liquid-cooled unit structure as described in claim 6, characterized in that, A third branch pipe is also provided at the output end of the second pipe section; The first circulation loop also includes a first water tank; The first pipe section has a fourth branch pipe at its output end, the first water tank is located between the output end of the fourth branch pipe and the output end of the refrigeration system, and one end of the third branch pipe is connected to the first water tank.
8. The low-energy-consumption liquid-cooled unit structure as described in claim 7, characterized in that, The refrigeration system includes a plate heat exchanger, and the output end of the first water tank and the input end of the first water pump are respectively connected to the two ends of the plate heat exchanger.
9. The low-energy-consumption liquid-cooled unit structure as described in claim 8, characterized in that, The refrigeration system also includes a compressor assembly, a condenser assembly and an expansion valve connected in sequence, and the plate heat exchanger is located between the compressor and the expansion valve to form a refrigeration circuit.
10. A car charging station, characterized in that, include: Charging module stack and battery pack; as well as, The low-energy liquid-cooled unit structure, as described in any one of claims 1-9, wherein the charging module stack and the battery pack are respectively connected to the second pipe section and the first pipe section.