A liquid-cooled charging system and vehicle

Abstract

This invention provides a liquid-cooled charging system and a vehicle. The system includes a first flow regulating valve and a second flow regulating valve on one side of a cooling component. The cooling component is connected to the cooling interface of a charging connector via the first flow regulating valve. First and second liquid-cooled cables are provided between the cooling interface of the charging connector and a first charging socket. The first end of the cooling component, the first cooling interface of the charging connector, the first liquid-cooled cable, the first charging socket, the second liquid-cooled cable, the second cooling interface of the charging connector, and the second end of the cooling component are sequentially connected to form a cooling circulation path. Coolant flows through this cooling circulation path to remove the heat generated during vehicle charging. Therefore, this liquid-cooled charging system solves the problem of overheating, insulation failure, and fire risks caused by increased current leading to higher charging system temperatures during high-power charging of electric vehicles, thus improving the safety and reliability of electric vehicle charging.

Description

Technical Field

[0001] This utility model relates to the field of vehicle thermal management technology, and in particular to a liquid-cooled charging system and vehicle. Background Technology

[0002] Compared to the refueling process of traditional gasoline vehicles, which can be completed in minutes, electric vehicles must continuously push the limits of charging power to achieve the same convenience. Given that the overall vehicle voltage platform is unlikely to be significantly improved in the short term, increasing the charging current becomes the most direct technical path. However, the resulting high Joule heat brings unprecedented challenges to the vehicle's thermal management system.

[0003] In related technologies, high-power charging mainly relies on active cooling of the charging cables and vehicle plugs in the charging equipment. The vehicle's own charging system lacks active cooling, requiring the vehicle socket, high-voltage cables, and connector interfaces to rely on increasing the cross-sectional area of ​​the current-carrying conductors to keep the temperature generated by the current in the charging system within acceptable limits. However, when the charging current increases further, this method is insufficient to meet the heat dissipation requirements, leading to increased charging system temperature and risks such as overheating shutdown, insulation failure, and fires, which urgently need to be addressed. Utility Model Content

[0004] This utility model provides a liquid-cooled charging system and vehicle, which aims to improve the risk of overheating interruption, insulation failure and fire caused by the increase in temperature of the charging system due to the increase in current during the high-power charging of electric vehicles, thereby improving the safety and reliability of electric vehicle charging.

[0005] To achieve the above objectives, a first aspect of this utility model provides a liquid-cooled charging system, comprising: a cooling component integrated within a battery, a charging connector disposed at the output end of the battery, and a first charging socket, wherein... The cooling assembly includes a first flow regulating valve and a second flow regulating valve. A first end of the cooling assembly is connected to a first cooling interface of the charging connector through the first flow regulating valve, and a second end of the cooling assembly is connected to a second cooling interface of the charging connector through the second flow regulating valve. A first liquid-cooled cable is provided between the third cooling interface of the charging connector and the first charging socket, and a second liquid-cooled cable is provided between the fourth cooling interface of the charging connector and the first charging socket. The first end of the cooling component, the first cooling interface of the charging connector, the first liquid-cooled cable, the first charging socket, the second liquid-cooled cable, the second cooling interface of the charging connector, and the second end of the cooling component are sequentially connected to form a cooling circulation path, and the coolant flows in the cooling circulation path to remove the heat generated when the vehicle is charging.

[0006] Based on the aforementioned technical methods, by setting up a cooling circulation path formed by cooling components and liquid-cooled cables, the heat generated during vehicle charging can be efficiently removed, ensuring the safety and stability of the charging process. Furthermore, the introduction of a flow regulating valve allows the cooling components to flexibly adjust the coolant flow rate according to actual needs, further improving the cooling effect. This solves the problem of overheating interruption, insulation failure, and fire risks caused by increased current leading to elevated charging system temperature during high-power charging of electric vehicles, thus improving the safety and reliability of electric vehicle charging.

[0007] To achieve the above objectives, a second aspect of this utility model provides a liquid-cooled charging system, comprising: a cooling module, a charging connection module disposed at the battery output end, and a second charging socket. The cooling module includes first to fourth flow regulating components. A first end of the cooling module is connected to a first end of a thermal management component via the first flow regulating component. A second end of the cooling module is connected to a second end of the thermal management component via a second flow regulating component. A third end of the cooling module is connected to a first cooling interface of the charging connection module via a third flow regulating component. A fourth end of the cooling module is connected to a second cooling interface of the charging connection module via a fourth flow regulating component. A first cooling cable is disposed between the third cooling interface of the charging connection module and the second charging socket, and a second cooling cable is disposed between the fourth cooling interface of the charging connection module and the second charging socket. The third end of the cooling module, the first cooling interface of the charging connection module, the first cooling cable, the second charging socket, the second cooling cable, the second cooling interface of the charging connection module, and the fourth end of the cooling module are sequentially connected to form a cooling circuit. Coolant flows through the cooling circuit to remove heat generated during vehicle charging.

[0008] Based on the aforementioned technical means, a complete cooling circuit is constructed by setting up a cooling module, a charging connection module, a second charging socket, and corresponding flow regulation components and cooling cables. This cooling circuit can effectively remove the heat generated during vehicle charging, thereby improving charging efficiency and safety. Furthermore, through precise control of the first to fourth flow regulation components, the coolant flow rate can be flexibly adjusted to adapt to the heat dissipation requirements under different charging conditions. This solves the problem of overheating interruption, insulation failure, and fire risks caused by increased charging system temperature due to increased current during high-power charging of electric vehicles, thus improving the safety and reliability of electric vehicle charging.

[0009] To achieve the above objectives, a third aspect of this utility model provides a vehicle, which includes the liquid-cooled charging system of the first aspect embodiment or the liquid-cooled charging system of the second aspect embodiment.

[0010] Based on the above technical means, the liquid-cooled charging system can solve the problems of overheating interruption, insulation failure and fire caused by the increase in temperature of the charging system due to the increase in current during the high-power charging of electric vehicles, thereby improving the safety and reliability of electric vehicle charging. Attached Figure Description

[0011] Figure 1 This is a block diagram of a liquid-cooled charging system (1) provided in an embodiment of the present invention; Figure 2 This is a structural diagram of the current charging system provided by related technologies; Figure 3 This is a schematic diagram of the control boundary of the current charging system provided by related technologies; Figure 4 This is a schematic diagram of the structure of a liquid-cooled charging system (1) provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of the control boundary of a liquid-cooled charging system (1) provided in an embodiment of the present invention; Figure 6 This is a block diagram of a liquid-cooled charging system (2) provided in an embodiment of the present invention; Figure 7 This is a schematic diagram of the structure of a liquid-cooled charging system (2) provided in an embodiment of the present invention; Figure 8 This is a schematic diagram of the control boundary of a liquid-cooled charging system (2) provided in an embodiment of the present invention. Detailed Implementation

[0012] To make the technical problems solved, technical solutions, and beneficial effects of this utility model clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this utility model and are not intended to limit its scope.

[0013] The liquid-cooled charging system and vehicle proposed in the embodiments of this utility model are described below with reference to the accompanying drawings.

[0014] Figure 1 This is a block diagram of a liquid-cooled charging system according to an embodiment of the present invention.

[0015] Before introducing the liquid-cooled charging system proposed in the embodiments of this utility model, the relevant technical background will be introduced first.

[0016] In related technologies, such as Figure 2 and Figure 3As shown, the primary method for achieving high-power charging is through active liquid cooling technology in the charging cables and vehicle plug sections of the charging equipment. However, the vehicle's own charging system does not have active cooling capabilities. In this case, to effectively control the temperature during charging and ensure the safety and stability of the system, key components such as the vehicle socket, charging harness, and connector interfaces need to have their heat generation during charging reduced by increasing the cross-sectional area of ​​the current-carrying conductors, thereby keeping the overall charging system temperature within a safe and permissible range.

[0017] However, with further increases in charging power, larger conductor cross-sectional areas must be used in vehicles to meet the demands of high-current transmission. This not only significantly increases manufacturing costs, raising the overall cost of the vehicle, but also increases the vehicle's weight due to the greater weight of the large-section conductors, impacting its energy efficiency and range. More importantly, these bulky connectors and cables occupy a significant amount of space in practical applications, severely limiting the installation and layout of other equipment and systems within the vehicle, posing a major challenge to the overall vehicle design and space utilization.

[0018] Based on the aforementioned problems, this invention proposes a liquid-cooled charging system. By setting up a cooling circulation path formed by cooling components and liquid-cooled cables, the system can efficiently remove the heat generated during vehicle charging, ensuring the safety and stability of the charging process. Furthermore, the introduction of a flow regulating valve allows the cooling components to flexibly adjust the coolant flow rate according to actual needs, further improving the cooling effect. This solves the problems of overheating interruption, insulation failure, and fire risks caused by increased current leading to elevated charging system temperature during high-power charging of electric vehicles, thus improving the safety and reliability of electric vehicle charging.

[0019] For ease of understanding, the liquid-cooled charging system of this utility model embodiment will be described in detail below.

[0020] For example, such as Figure 1As shown, the liquid-cooled charging system 10 includes a cooling component 100 integrated into the battery, a charging connector 200 disposed at the battery output end, and a first charging socket 300. The cooling component 100 includes a first flow regulating valve 101 and a second flow regulating valve 102. The first end of the cooling component 100 is connected to the first cooling interface of the charging connector 200 through the first flow regulating valve 101, and the second end of the cooling component 100 is connected to the second cooling interface of the charging connector 200 through the second flow regulating valve 102. A first liquid-cooled cable is disposed between the third cooling interface of the charging connector 200 and the first charging socket 300, and a second liquid-cooled cable is disposed between the fourth cooling interface of the charging connector 200 and the first charging socket 300. The first end of the cooling component 100, the first cooling interface of the charging connector 200, the first liquid-cooled cable, the first charging socket 300, the second liquid-cooled cable, the second cooling interface of the charging connector 200, and the second end of the cooling component 100 are sequentially connected to form a cooling circulation path. The coolant flows in the cooling circulation path to remove the heat generated during vehicle charging.

[0021] Specifically, to fundamentally solve the heat dissipation bottleneck at the vehicle end during high-power charging, this embodiment of the invention constructs an (active) liquid-cooled charging system at the vehicle level that is independent of the charging pile. Combined with... Figure 1 , Figure 4 and Figure 5 As shown, the liquid-cooled charging system 10 mainly consists of three parts: a cooling component 100, a charging connector 200, and a first charging socket 300. These parts are interconnected by liquid-cooled cables to form a closed loop, thus incorporating the vehicle socket, high-voltage wiring harness, and connector, which originally relied solely on passive heat conduction, into a controllable forced convection cooling system. The cooling component 100 is the battery cooling module, directly integrated into the vehicle's existing thermal management circuit, specifically within the battery (such as a power battery). One side of the cooling component 100 is connected to the thermal management system, while the other side 200 is equipped with a first flow regulating valve 101 and a second flow regulating valve 102. Both valves are normally closed. During vehicle charging, if the charging current meets preset current conditions (e.g., charging current ≥ minimum active liquid cooling current) or preset temperature conditions (e.g., temperature or temperature rise reaches a preset threshold), the flow rate of the coolant can be adjusted in real time by opening the first flow regulating valve 101 and the second flow regulating valve 102 to achieve on-demand heat dissipation.

[0022] The charging connector 200 located at the battery output end (i.e., the interface between the vehicle and the charging station gun) has four additional cooling interfaces on top of the traditional electrical pins: the first and second cooling interfaces are directly connected to the cooling assembly 100 via the first flow regulating valve 101 and the second flow regulating valve 102, respectively; the third and fourth cooling interfaces extend to the first charging socket 300 (i.e., the vehicle socket) via two liquid-cooled cables (i.e., the first liquid-cooled cable and the second liquid-cooled cable). In other words, the charging connector 200 is connected to the liquid-cooled vehicle socket (first charging socket 300) via liquid-cooled cables, thus forming a cooling circuit. This combines the electrical connection and the cooling circuit into one, maintaining the convenience of the original quick-connect design while ensuring that the coolant can penetrate deep into the contact areas most prone to heat generation.

[0023] The first charging socket 300 also has a liquid-cooled flow channel embedded inside. After connecting with the two liquid-cooled cables mentioned above, it forms a complete cooling circulation path, namely, the first end of the cooling component 100, the first flow regulating valve 101, the first cooling interface of the charging connector 200, the first liquid-cooled cable, the third cooling interface of the charging connector 200, the first charging socket 300, the fourth cooling interface of the charging connector 200, the second liquid-cooled cable, the second cooling interface of the charging connector 200, the second flow regulating valve 102, and the second end of the cooling component 100. The coolant can continuously circulate in this closed loop, returning the Joule heat generated by the charging current at the first charging socket 300, the cable, and the charging connector 200 to the cooling component 100 for unified heat dissipation by the vehicle thermal management system.

[0024] In addition, in this embodiment of the present invention, the positive and negative terminals of the electrical interface of the power battery are connected to the cooling interfaces (first cooling interface and second cooling interface) of the charging connector 200, respectively. Since these two cooling interfaces are integrated into the same charging connector 200, the connection structure is simplified while improving the compactness and reliability of the overall system.

[0025] Therefore, this embodiment of the invention adds cooling circuits to the connector interface (i.e., charging connector 200), vehicle socket (i.e., first charging socket 300), and high-voltage cables (i.e., first liquid-cooled cable and second liquid-cooled cable), and connects the added cooling circuits to the vehicle thermal management system through the battery cooling module (i.e., cooling assembly 100). During charging, the system can dynamically adjust the flow rate and pressure of the coolant based on the real-time monitored charging temperature to ensure that the temperature of the charging system is always controlled within a safe and permissible range, thereby ensuring the safety and efficiency of the charging process.

[0026] Alternatively, in some embodiments, such as Figure 5As shown, the first charging socket 300 includes: a first power terminal, one end of which is connected to a first liquid-cooled cable, and the other end of which is connected to a second liquid-cooled cable; wherein, the coolant of the first liquid-cooled cable flows into the second liquid-cooled cable after passing through the first power terminal.

[0027] It is understandable that, in order to meet the different needs of different vehicle models in terms of layout space, cost and heat dissipation efficiency, this utility model embodiment provides a "bypassable" liquid cooling path at the power terminal of the first charging socket 300, allowing the user to choose whether to pass through the power terminal according to actual needs. That is, the cooling circuit can be connected back from the power terminal or from the end of the liquid cooling cable.

[0028] Specifically, when vehicle space is limited, the temperature rise margin of the first charging socket (300A) is small, or there is a need for supercharging scenarios above 500A, a path connecting the coolant back from the power terminal can be used. This forces the coolant to flow through the inside of the terminal, minimizing contact resistance hotspots. If the vehicle's current rating is lower (e.g., 250A-350A), or if the power terminal already uses a highly conductive copper alloy with sufficient heat dissipation area, a path connecting the coolant back from the tail of the liquid-cooled cable can be chosen, bypassing the power terminal and flowing directly back to the cooling assembly 100. In this case, the power terminal only serves as an electrical connection, not a cooling channel, simplifying the power terminal structure, reducing costs, and eliminating a potential leakage point.

[0029] Therefore, the same liquid-cooled charging system can cover everything from the 250 A economical solution to the 500 A and above supercharging solution. When mass-producing, vehicle manufacturers only need to select the "flow terminal" or "bypass terminal" according to the power level, layout space and cost target, without having to redevelop cables or charging sockets, which greatly shortens the development cycle.

[0030] Optionally, in some embodiments, the cooling assembly 100 further includes a third flow regulating valve 103 and a fourth flow regulating valve 104, wherein the third flow regulating valve 103 is connected to a first end of the thermal management system; and the fourth flow regulating valve 104 is connected to a second end of the thermal management system.

[0031] Specifically, such as Figure 4 As shown, in addition to the first flow regulating valve 101 and the second flow regulating valve 102, the cooling assembly 100 also includes a third flow regulating valve 103 and a fourth flow regulating valve 104. The third flow regulating valve 103 and the fourth flow regulating valve 104 are normally open. The cooling assembly 100 can distribute coolant to the cooling circuit through the first to fourth flow regulating valves 101 to 104.

[0032] It should be noted that the vehicle controller can collect initial charging data before the charging process begins. This data covers several key parameters, including but not limited to the initial temperature of the first charging socket 300, the initial pressure of the cooling circuit, and the initial insulation resistance. Accurate collection of these parameters ensures the safety and effectiveness of the charging process. The vehicle controller will only officially initiate the charging operation when all collected charging data meets the preset charging conditions. After charging begins, the vehicle controller can continuously monitor changes in charging current and charging temperature. By analyzing this real-time data, it can determine whether the active liquid cooling mechanism of the liquid-cooled charging system 10 needs to be activated.

[0033] Specifically, after charging starts, the vehicle controller collects the charging current in real time. If the charging current is less than the minimum active liquid cooling current, the third flow regulating valve 103 and the fourth flow regulating valve 104 remain open, while the first flow regulating valve 101 and the second flow regulating valve 102 remain closed. Throughout the charging process, charging data (including but not limited to the temperature of the first charging socket 300, the pressure of the cooling circuit, and the insulation resistance) continues to be monitored in real time. Once the temperature or temperature rise in the system reaches a preset stepped threshold (this preset stepped threshold can be set according to vehicle requirements), while maintaining the open states of the third flow regulating valve 103 and the fourth flow regulating valve 104, the first flow regulating valve 101 and the second flow regulating valve 102 can be opened simultaneously to activate the active liquid cooling charging mode, effectively controlling the temperature rise.

[0034] Alternatively, after charging begins, the vehicle controller collects the charging current in real time. If the charging current is greater than or equal to the minimum active liquid cooling current, then while keeping the third flow regulating valve 103 and the fourth flow regulating valve 104 open, the first flow regulating valve 101 and the second flow regulating valve 102 are opened to initiate the active liquid cooling charging mode. Throughout the charging process, charging data (including but not limited to the temperature of the first charging socket 300, the pressure of the cooling circuit, and the insulation resistance) continues to be monitored in real time. Once the temperature or temperature rise in the system reaches a preset stepped threshold, the liquid cooling flow and pressure are dynamically increased to further optimize the temperature control effect and ensure the safety and efficiency of the charging process.

[0035] Thus, the flexible flow regulation design of the cooling component 100 enables precise management of the coolant in the cooling circuit. During charging, the vehicle controller intelligently controls the opening and closing of each flow regulation valve based on real-time monitored charging data and preset conditions, thereby dynamically adjusting the flow and pressure of the coolant. This not only improves the response speed and temperature control accuracy of the liquid-cooled charging system but also effectively extends the system's service life and reduces maintenance costs.

[0036] Optionally, in some embodiments, the liquid-cooled charging system 10 further includes: a first flow rate detection component and a first pressure detection component disposed on a first flow regulating valve 101, wherein the first flow rate detection component detects the flow rate of the first flow regulating valve 101 and the first pressure detection component detects the pressure of the first flow regulating valve 101; a second flow rate detection component and a second pressure detection component disposed on a second flow regulating valve 102, wherein the second flow rate detection component detects the flow rate of the second flow regulating valve 102 and the second pressure detection component detects the pressure of the second flow regulating valve 102; a third flow rate detection component and a third pressure detection component disposed on a third flow regulating valve 103, wherein the third flow rate detection component detects the flow rate of the third flow regulating valve 103 and the third pressure detection component detects the pressure of the third flow regulating valve 103; and a fourth flow rate detection component and a fourth pressure detection component disposed on a fourth flow regulating valve 104, wherein the fourth flow rate detection component detects the flow rate of the fourth flow regulating valve 104 and the fourth pressure detection component detects the pressure of the fourth flow regulating valve 104.

[0037] Specifically, the liquid-cooled charging system 10 is also equipped with a flow rate-pressure dual closed-loop detection component for each flow regulating valve (first to fourth flow regulating valves 101-104). Specifically, the first flow regulating valve 101 is equipped with a dedicated first flow rate detection component and a first pressure detection component. The main function of the first flow rate detection component is to monitor and record the flow rate of the liquid inside the first flow regulating valve 101 in real time, while the first pressure detection component is responsible for accurately measuring and reporting the pressure of the liquid inside the first flow regulating valve 101. The second to fourth flow regulating valves 102-104 are configured similarly, and will not be described further to avoid redundancy.

[0038] Therefore, by setting up a flow rate-pressure dual closed-loop detection component, the system can achieve comprehensive and real-time monitoring of the liquid flow rate and pressure inside each flow control valve. Once any abnormality is detected, such as excessively fast or slow flow rate, or excessively high or low pressure, the system can respond immediately and adjust the opening degree of the flow control valve to ensure that the liquid-cooled charging system always remains in optimal working condition.

[0039] Alternatively, in some embodiments, such as Figure 4 As shown, the liquid-cooled charging system 10 further includes: a first temperature detection component 400 corresponding to the charging connector 200 and a second temperature detection component 500 corresponding to the first charging socket 300, wherein the first temperature detection component 400 detects the temperature of the charging connector 200; and the second temperature detection component 500 detects the temperature of the first charging socket 300.

[0040] Specifically, both the first temperature detection component 400 and the second temperature detection component 500 can employ high-precision temperature sensors, enabling them to monitor the temperature changes of the charging connector 200 and the first charging socket 300 in real time and accurately. When the temperature exceeds the preset safety range, the system will immediately issue an alarm and automatically adjust the charging power or stop charging to prevent safety hazards caused by overheating. Furthermore, these two temperature detection components can also provide data support for the cooling strategy of the liquid-cooled charging system 10, ensuring that the liquid-cooled charging system 10 maintains efficient and stable operation under various operating conditions.

[0041] The liquid-cooled charging system proposed in this embodiment of the invention, by setting up a cooling circulation path formed by cooling components and liquid-cooled cables, can efficiently remove the heat generated during vehicle charging, ensuring the safety and stability of the charging process. Furthermore, the introduction of a flow regulating valve allows the cooling components to flexibly adjust the coolant flow rate according to actual needs, further improving the cooling effect. Thus, it solves the problem of overheating interruption, insulation failure, and fire risks caused by increased current leading to elevated charging system temperature during high-power charging of electric vehicles, thereby improving the safety and reliability of electric vehicle charging.

[0042] Figure 6 This is a block diagram of a liquid-cooled charging system according to another embodiment of the present invention.

[0043] For example, such as Figure 6 As shown, the liquid-cooled charging system 20 includes: a cooling module 21, a charging connection module 22 disposed at the battery output end, and a second charging socket 23. The cooling module 21 includes first to fourth flow regulation components 211-214. The first end of the cooling module 21 is connected to the first end of the thermal management component via the first flow regulation component 211, the second end of the cooling module 21 is connected to the second end of the thermal management component via the second flow regulation component 212, the third end of the cooling module 21 is connected to the first cooling interface of the charging connection module 22 via the third flow regulation component 213, and the fourth end of the cooling module 21 is connected to the fourth flow regulation component 214. The component 214 is connected to the second cooling interface of the charging connection module 22; a first cooling cable is provided between the third cooling interface of the charging connection module 22 and the second charging socket 23, and a second cooling cable is provided between the fourth cooling interface of the charging connection module 22 and the second charging socket 23; wherein, the third end of the cooling module 21, the first cooling interface of the charging connection module 22, the first cooling cable, the second charging socket 23, the second cooling cable, the second cooling interface of the charging connection module 22, and the fourth end of the cooling module 21 are sequentially connected to form a cooling circuit, and the coolant flows in the cooling circuit to remove the heat generated when the vehicle is charging.

[0044] Specifically, this embodiment of the invention also constructs another cooling and charging system, combined with Figure 6 and Figure 7 As shown, the cooling and charging system 20 mainly consists of a cooling module 21, a charging connection module 22, and a second charging socket 23. They are connected to each other through a cooling cable to form a closed loop, thereby incorporating the vehicle socket, high-voltage wiring harness, and connectors, which originally could only rely on passive heat conduction, into a controllable forced convection cooling system. The cooling module 21 is a newly added charging cooling module, which is equivalent to adding a "charging cooling branch" on the original battery cooling module. The first side of the cooling module 21 includes a first flow regulating component 211 and a second flow regulating component 212. The first flow regulating component 211 and the second flow regulating component 212 are normally open and connected to the thermal management component. The second side of the cooling module 21 includes a third flow regulating component 213 and a fourth flow regulating component 214. The third flow regulating component 213 and the fourth flow regulating component 214 are normally closed and connected to the cooling interface of the charging connection module 22. When the charging current meets the preset current conditions (such as charging current ≥ minimum active cooling current) or the preset temperature conditions (such as temperature or temperature rise reaching a preset step threshold) during the vehicle charging process, the flow rate of coolant in the "charging cooling branch" can be adjusted in real time by opening the third flow regulating component 213 and the fourth flow regulating component 214 to achieve on-demand heat dissipation.

[0045] The charging connection module 22 (i.e., the interface between the vehicle and the charging station gun) located at the output end of the battery (such as a power battery) has four additional cooling interfaces on top of the traditional electrical connectors. The first and second cooling interfaces are directly connected to the cooling module 21 via the third flow regulating component 213 and the fourth flow regulating component 214, respectively. The third and fourth cooling interfaces extend to the second charging socket 23 (i.e., the vehicle socket) via two cooling cables (i.e., the first cooling cable and the second cooling cable). In other words, the charging connection module 22 is connected to the cooling vehicle socket (second charging socket 23) via cooling cables, thus forming a cooling circuit. In this way, the electrical connection and the cooling circuit are combined into one, which not only maintains the convenience of the original quick-connect but also ensures that the coolant can penetrate into the contact areas that are most prone to heat generation.

[0046] The second charging socket 23 also has a built-in cooling channel. After connecting with the two cooling cables, it forms a complete cooling circulation path, namely, the first end of the cooling module 21, the third flow regulating component 213, the first cooling interface of the charging connection module 22, the first cooling cable, the third cooling interface of the charging connection module 22, the charging socket 23, the fourth cooling interface of the charging connection module 22, the second cooling cable, the second cooling interface of the charging connection module 22, the fourth flow regulating component 214, and the second end of the cooling module 21. The coolant can continuously circulate within this closed loop, returning the Joule heat generated by the charging current at the second charging socket 23, the cable, and the charging connection module 22 back to the cooling module 21, where it is uniformly dissipated by the vehicle's thermal management system.

[0047] In addition, in the liquid-cooled charging system 20, the positive and negative terminals of the electrical interface of the power battery are connected to the cooling interfaces (the fifth cooling interface and the sixth cooling interface) of the charging connection module 22, which simplifies the connection structure and improves the compactness and reliability of the overall system.

[0048] Therefore, this embodiment of the invention adds a cooling circuit to the connector interface (i.e., charging connection module 22), the vehicle socket (i.e., second charging socket 23), and the high-voltage cables (i.e., first cooling cable and second cooling cable), and connects the added cooling circuit to the vehicle thermal management system through the charging cooling module (i.e., cooling module 21). During the charging process, the system can dynamically adjust the flow rate and pressure of the coolant according to the real-time monitored charging temperature to ensure that the temperature of the charging system is always controlled within a safe and permissible range, thereby ensuring the safety and efficiency of the charging process.

[0049] Alternatively, in some embodiments, such as Figure 8 As shown, the second charging socket 23 includes: a second power terminal, one end of which is connected to the first cooling cable, and the other end of which is connected to the second cooling cable; wherein, the coolant of the first cooling cable flows into the second cooling cable after passing through the second power terminal.

[0050] Similarly, in order to meet the different needs of different vehicle models in terms of layout space, cost and heat dissipation efficiency, this utility model embodiment provides a "bypassable" liquid cooling path at the power terminal of the second charging socket 23, allowing the user to choose whether to pass through the power terminal according to actual needs. That is, the cooling circuit can be connected back from the power terminal or from the end of the liquid cooling cable.

[0051] Specifically, when vehicle space is limited, the second charging socket 23 has a small temperature rise margin, or there is a need for supercharging scenarios above 500A, a path connecting back from the power terminal can be used. The coolant is forced to flow through the inside of the terminal, minimizing contact resistance hotspots. If the vehicle's current rating is lower (e.g., 250A-350A), or the power terminal already uses a highly conductive copper alloy with sufficient heat dissipation area, a path connecting back at the tail of the liquid-cooled cable can be chosen, directly bypassing the power terminal and returning to the cooling module 21. In this case, the power terminal only serves as an electrical connection, not a cooling channel, simplifying the power terminal structure, reducing costs, and eliminating a potential leakage point.

[0052] Therefore, the same liquid-cooled charging system can cover everything from the 250 A economical solution to the 500 A and above supercharging solution. When mass-producing, vehicle manufacturers only need to select the "flow terminal" or "bypass terminal" according to the power level, layout space and cost target, without having to redevelop cables or charging sockets, which greatly shortens the development cycle.

[0053] Optionally, in some embodiments, the cooling module 21 further includes a fifth flow regulating component 215 and a sixth flow regulating component 216, wherein the fifth flow regulating component 215 is connected to the first end of the electric drive system; and the sixth flow regulating component 216 is connected to the second end of the electric drive system.

[0054] Specifically, such as Figure 7 As shown, in addition to the first to fourth flow regulating components 211~214, the third side of the cooling module 21 also includes a fifth flow regulating component 215 and a sixth flow regulating component 216. The fifth flow regulating component 215 and the sixth flow regulating component 216 are normally open and connected to the electric drive system. The cooling module 21 can distribute coolant to the cooling circuit through the first to sixth flow regulating valves 211~216.

[0055] Similarly, the vehicle controller can collect initial charging data before the charging process begins. This data covers several key parameters, including but not limited to the initial temperature of the second charging socket 23, the initial pressure of the cooling circuit, and the initial insulation resistance. Accurate acquisition of these parameters ensures the safety and effectiveness of the charging process. The vehicle controller will only officially start the charging operation when all collected charging data meets the preset charging conditions. After charging begins, the vehicle controller can continuously monitor changes in charging current and charging temperature. By analyzing this real-time data, it can determine whether the active liquid cooling mechanism of the liquid-cooled charging system 20 needs to be activated.

[0056] Specifically, after charging starts, the vehicle controller collects the charging current in real time. If the charging current is less than the minimum active liquid cooling current, the first flow regulating valve 211, the second flow regulating valve 212, the fifth flow regulating valve 215, and the sixth flow regulating valve 216 remain open, while the third flow regulating valve 213 and the fourth flow regulating valve 214 remain closed. Throughout the charging process, charging data (including but not limited to the temperature of the second charging socket 23, the pressure of the cooling circuit, and the insulation resistance) continues to be monitored in real time. Once the temperature or temperature rise in the system reaches a preset stepped threshold (this preset stepped threshold can be set according to vehicle requirements), while maintaining the open states of the first flow regulating valve 211, the second flow regulating valve 212, the fifth flow regulating valve 215, and the sixth flow regulating valve 216, the third flow regulating valve 213 and the fourth flow regulating valve 214 can be opened simultaneously to activate the active liquid cooling charging mode and effectively control the temperature rise.

[0057] Alternatively, after charging begins, the vehicle controller collects the charging current in real time. If the charging current is greater than or equal to the minimum active liquid cooling current, then while keeping the first flow regulating valve 211, the second flow regulating valve 212, the fifth flow regulating valve 215, and the sixth flow regulating valve 216 open, the third flow regulating valve 213 and the fourth flow regulating valve 214 are opened to initiate the active liquid cooling charging mode. Throughout the charging process, charging data (including but not limited to the temperature of the second charging socket 23, the pressure of the cooling circuit, and the insulation resistance) continues to be monitored in real time. Once the temperature or temperature rise in the system reaches a preset stepped threshold, the liquid cooling flow and pressure are dynamically increased to further optimize the temperature control effect and ensure the safety and efficiency of the charging process.

[0058] Thus, the flexible flow regulation design of the cooling module 21 enables precise management of the coolant in the cooling circuit. During charging, the vehicle controller intelligently controls the opening and closing of each flow regulation valve based on real-time monitored charging data and preset conditions, thereby dynamically adjusting the flow and pressure of the coolant. This not only improves the response speed and temperature control accuracy of the liquid-cooled charging system but also effectively extends the system's service life and reduces maintenance costs.

[0059] Optionally, in some embodiments, the liquid-cooled charging system 20 further includes: a first flow rate detection unit and a first pressure detection unit disposed on the first flow regulating component 211, wherein the first flow rate detection unit detects the flow rate of the first flow regulating component 211 and the first pressure detection unit detects the pressure of the first flow regulating component 211; a second flow rate detection unit and a second pressure detection unit disposed on the second flow regulating component 212, wherein the second flow rate detection unit detects the flow rate of the second flow regulating component 212 and the second pressure detection unit detects the pressure of the second flow regulating component 212; and a third flow rate detection unit and a third pressure detection unit disposed on the third flow regulating component 213, wherein the third flow rate detection unit detects the flow rate of the third flow regulating component 213 and the third pressure detection unit detects the third flow rate of the third flow regulating component 213. The pressure of the regulating component 213; a fourth flow rate detection unit and a fourth pressure detection unit are provided in the fourth flow regulating component 214, the fourth flow rate detection unit detects the flow rate of the fourth flow regulating component 214, and the fourth pressure detection unit detects the pressure of the fourth flow regulating component 214; a fifth flow rate detection unit and a fifth pressure detection unit are provided in the fifth flow regulating component 215, the fifth flow rate detection unit detects the flow rate of the fifth flow regulating component 215, and the fifth pressure detection unit detects the pressure of the fifth flow regulating component 215; a sixth flow rate detection unit and a sixth pressure detection unit are provided in the sixth flow regulating component 216, the sixth flow rate detection unit detects the flow rate of the sixth flow regulating component 216, and the sixth pressure detection unit detects the pressure of the sixth flow regulating component 216.

[0060] Specifically, the liquid-cooled charging system 20 also equips each flow regulating component (first to sixth flow regulating components 211~216) with a flow rate-pressure dual closed-loop detection unit. The first flow regulating component 211 is equipped with a dedicated first flow rate detection unit and a first pressure detection unit. The main function of the first flow rate detection unit is to monitor and record the flow rate of the liquid inside the first flow regulating component 211 in real time, while the first pressure detection unit is responsible for accurately measuring and reporting the pressure of the liquid inside the first flow regulating component 211. The second to fourth flow regulating components 212~216 are configured similarly, and will not be described further to avoid redundancy.

[0061] Therefore, by setting up a dual closed-loop detection unit for flow rate and pressure, the system can achieve comprehensive and real-time monitoring of the liquid flow rate and pressure inside each flow regulating valve. Once any abnormality is detected, such as excessively fast or slow flow rate, or excessively high or low pressure, the system can respond immediately and adjust the opening degree of the flow regulating valve to ensure that the liquid-cooled charging system always remains in optimal working condition.

[0062] Alternatively, in some embodiments, such as Figure 6As shown, the liquid-cooled charging system 20 further includes: a first temperature detection unit 24 corresponding to the charging connection module 22 and a second temperature detection unit 25 corresponding to the second charging socket 23, wherein the first temperature detection unit 24 detects the temperature of the charging connection module 22; and the second temperature detection unit 25 detects the temperature of the second charging socket 23.

[0063] Specifically, both the first temperature detection unit 24 and the second temperature detection unit 25 can employ high-precision temperature sensors, enabling them to monitor the temperature changes of the charging connection module 22 and the second charging socket 23 in real time and accurately. When the temperature exceeds the preset safety range, the system will immediately issue an alarm and automatically adjust the charging power or stop charging to prevent safety hazards caused by overheating. Furthermore, these two temperature detection components can also provide data support for the cooling strategy of the liquid-cooled charging system 20, ensuring that the liquid-cooled charging system 20 maintains efficient and stable operation under various operating conditions.

[0064] According to the liquid-cooled charging system proposed in this embodiment, a complete cooling circuit is constructed by setting a cooling module, a charging connection module, a second charging socket, and corresponding flow regulation components and cooling cables. This cooling circuit can effectively remove the heat generated during vehicle charging, thereby improving charging efficiency and safety. Furthermore, through precise control of the first to fourth flow regulation components, the flow rate of the coolant can be flexibly adjusted to adapt to the heat dissipation requirements under different charging conditions. This solves the problem of overheating interruption, insulation failure, and fire risks caused by increased current leading to elevated charging system temperature during high-power charging of electric vehicles, thus improving the safety and reliability of electric vehicle charging.

[0065] This utility model embodiment also provides a vehicle, the vehicle including... Figure 1 The liquid-cooled charging system of the embodiment, or Figure 6 The liquid-cooled charging system of the embodiment.

[0066] According to the vehicle proposed in this utility model embodiment, the liquid-cooled charging system can solve the problem of overheating interruption, insulation failure and fire caused by the increase in temperature of the charging system due to the increase in current during the high-power charging of electric vehicles, thereby improving the safety and reliability of electric vehicle charging.

[0067] In this utility model, "multiple" refers to two or more.

[0068] In this utility model, unless otherwise explicitly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0069] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0070] In this invention, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this invention, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0071] Unless otherwise specified, all steps of this invention can be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method can include steps A and B performed sequentially, or it can include steps B and A performed sequentially. For example, if the method also includes step C, it means that step C can be added to the method in any order. For example, the method can include steps A, B, and C, or it can include steps A, C, and B, or it can include steps C, A, and B, etc.

[0072] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A liquid-cooled charging system, characterized in that, include: The battery includes a cooling component integrated within it, a charging connector located at the battery output terminal, and a first charging socket. The cooling assembly includes a first flow regulating valve and a second flow regulating valve. A first end of the cooling assembly is connected to a first cooling interface of the charging connector through the first flow regulating valve, and a second end of the cooling assembly is connected to a second cooling interface of the charging connector through the second flow regulating valve. A first liquid-cooled cable is provided between the third cooling interface of the charging connector and the first charging socket, and a second liquid-cooled cable is provided between the fourth cooling interface of the charging connector and the first charging socket. The first end of the cooling component, the first cooling interface of the charging connector, the first liquid-cooled cable, the first charging socket, the second liquid-cooled cable, the second cooling interface of the charging connector, and the second end of the cooling component are sequentially connected to form a cooling circulation path, and the coolant flows in the cooling circulation path to remove the heat generated when the vehicle is charging.

2. The liquid-cooled charging system according to claim 1, characterized in that, The first charging socket includes: A first power terminal, one end of which is connected to the first liquid-cooled cable, and the other end of which is connected to the second liquid-cooled cable; The coolant from the first liquid-cooled cable flows into the second liquid-cooled cable after passing through the first power terminal.

3. The liquid-cooled charging system according to claim 1, characterized in that, The cooling assembly further includes: A third flow regulating valve is connected to the first end of the thermal management system; A fourth flow regulating valve is connected to the second end of the thermal management system.

4. The liquid-cooled charging system according to claim 3, characterized in that, Also includes: A first flow rate detection component and a first pressure detection component are disposed on the first flow regulating valve. The first flow rate detection component detects the flow rate of the first flow regulating valve, and the first pressure detection component detects the pressure of the first flow regulating valve. The second flow rate detection component and the second pressure detection component are disposed on the second flow regulating valve. The second flow rate detection component detects the flow rate of the second flow regulating valve, and the second pressure detection component detects the pressure of the second flow regulating valve. A third flow velocity detection component and a third pressure detection component are provided on the third flow regulating valve. The third flow velocity detection component detects the flow velocity of the third flow regulating valve, and the third pressure detection component detects the pressure of the third flow regulating valve. A fourth flow velocity detection component and a fourth pressure detection component are disposed on the fourth flow regulating valve. The fourth flow velocity detection component detects the flow velocity of the fourth flow regulating valve, and the fourth pressure detection component detects the pressure of the fourth flow regulating valve.

5. The liquid-cooled charging system according to claim 1, characterized in that, Also includes: A first temperature detection component is provided corresponding to the charging connector, and the first temperature detection component detects the temperature of the charging connector. A second temperature detection component is provided corresponding to the first charging socket, and the second temperature detection component detects the temperature of the first charging socket.

6. A liquid-cooled charging system, characterized in that, include: The system includes a cooling module, a charging connection module located at the battery output terminal, and a second charging socket. The cooling module includes first to fourth flow regulation components. The first end of the cooling module is connected to the first end of the thermal management component through the first flow regulation component. The second end of the cooling module is connected to the second end of the thermal management component through the second flow regulation component. The third end of the cooling module is connected to the first cooling interface of the charging connection module through the third flow regulation component. The fourth end of the cooling module is connected to the second cooling interface of the charging connection module through the fourth flow regulation component. A first cooling cable is provided between the third cooling interface of the charging connection module and the second charging socket, and a second cooling cable is provided between the fourth cooling interface of the charging connection module and the second charging socket. The cooling module's third end, the charging connection module's first cooling interface, the first cooling cable, the second charging socket, the second cooling cable, the charging connection module's second cooling interface, and the cooling module's fourth end are sequentially connected to form a cooling circuit. Coolant flows through the cooling circuit to remove the heat generated during vehicle charging.

7. The liquid-cooled charging system according to claim 6, characterized in that, The second charging socket includes: The second power terminal has one end connected to the first cooling cable and the other end connected to the second cooling cable. The coolant in the first cooling cable flows into the second cooling cable after passing through the second power terminal.

8. The liquid-cooled charging system according to claim 6, characterized in that, The cooling module also includes: The fifth flow regulation component is connected to the first end of the electric drive system; A sixth flow regulation component is connected to the second end of the electric drive system.

9. The liquid-cooled charging system according to claim 8, characterized in that, Also includes: The first flow rate detection unit and the first pressure detection unit are disposed in the first flow rate regulating component. The first flow rate detection unit detects the flow rate of the first flow rate regulating component, and the first pressure detection unit detects the pressure of the first flow rate regulating component. The second flow rate detection unit and the second pressure detection unit are disposed in the second flow rate regulating component. The second flow rate detection unit detects the flow rate of the second flow rate regulating component, and the second pressure detection unit detects the pressure of the second flow rate regulating component. A third flow rate detection unit and a third pressure detection unit are provided in the third flow rate regulating component. The third flow rate detection unit detects the flow rate of the third flow rate regulating component, and the third pressure detection unit detects the pressure of the third flow rate regulating component. The fourth flow rate detection unit and the fourth pressure detection unit are disposed in the fourth flow rate regulating component. The fourth flow rate detection unit detects the flow rate of the fourth flow rate regulating component, and the fourth pressure detection unit detects the pressure of the fourth flow rate regulating component. The fifth flow rate detection unit and the fifth pressure detection unit are provided in the fifth flow rate regulating component. The fifth flow rate detection unit detects the flow rate of the third flow rate regulating component, and the fifth pressure detection unit detects the pressure of the fifth flow rate regulating component. The sixth flow rate detection unit and the sixth pressure detection unit are provided in the sixth flow rate regulating component. The fourth flow rate detection unit detects the flow rate of the sixth flow rate regulating component, and the sixth pressure detection unit detects the pressure of the sixth flow rate regulating component.

10. A vehicle, characterized in that, This includes the liquid-cooled charging system as described in any one of claims 1-5, or the liquid-cooled charging system as described in any one of claims 6-9.

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