Patent Publication Number: US-2020290469-A1

Title: Apparatus for charging electric vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims all benefits accruing under 35 U.S.C. § 119 from China Patent Application No. 201711250687.4, filed on Dec. 1, 2017 in the China National Intellectual Property Administration, the content of which is hereby incorporated by reference. This application is a continuation under 35 U.S.C. § 120 of international patent application PCT/CN2018/114032 filed on Nov. 6, 2018, the content of which is also hereby incorporated by reference. 
     FIELD 
     The present disclosure relates to the field of power batter charging, in particular to a charging apparatus. 
     BACKGROUND 
     A full electric vehicle uses a power battery with low internal resistance and minor temperature increase under vehicle operation conditions. If an initial temperature of the battery is controlled within an appropriate range, a final temperature of the battery in operation will not be too high, thereby ensuring the durability of the battery. 
     Fast charge and super charge have become future development trends with the users&#39; increasing requirements on charging time. Both high and low temperatures can affect the durability of the battery, which is especially prominent during the fast charge, making thermal management necessary. However, the design of the charging apparatus in the related art has a long charging time, and it is difficult to meet the demands of the thermal management of the power battery with high-rate charging and low-temperature rapid heating. 
     SUMMARY 
     An embodiment of a charging apparatus provided the present disclosure includes a refrigerant liquid heat exchange device. The refrigerant liquid heat exchange device includes a heat exchange pipeline, a refrigerant liquid output pipe, and a refrigerant liquid input pipe, which are connected to the heat exchange pipeline, the refrigerant liquid output pipe and the refrigerant liquid input pipe being configured to be respectively communicated with a cooling pipeline of a vehicle battery, so as to allow the heat exchange pipeline and the cooling pipeline of the vehicle battery to form a refrigerant liquid loop. 
     The charging apparatus provided in the present disclosure can include a refrigerant liquid heat exchange device. The refrigerant liquid heat exchange device includes a heat exchange pipeline, and a refrigerant liquid output pipe and a refrigerant liquid input pipe which are connected to the heat exchange pipeline. The refrigerant liquid output pipe and the refrigerant liquid input pipe are configured to be respectively communicated with a cooling pipeline of a vehicle battery, so as to allow the heat exchange pipeline and the cooling pipeline of the vehicle battery to form a loop. The refrigerant liquid heat exchange device can communicate with the cooling pipeline of the vehicle battery via the refrigerant liquid output pipe and the refrigerant liquid input pipe to form the loop of the refrigerant liquid. A battery pack of a full electric vehicle can be heated or cooled by the refrigerant liquid heat exchange device of the charging apparatus via the loop of the refrigerant liquid to ensure that the vehicle battery can be charged at an optimal temperature range. When charging the full electric vehicle, as the charging apparatus is equipped with the refrigerant liquid heat exchange device, the charging apparatus can ensure that the power battery is charged at an optimal temperature according to an environmental temperature, a current temperature of the power battery, and different charge requirements of the power batteries. Thus, the charging apparatus can meet the demand of the thermal management of the vehicle battery and can ensure that an initial discharge temperature of the vehicle battery is at an appropriate range, thereby accelerating the charging operation of the charging apparatus and reducing the charging time of the charging apparatus. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The drawings to be used in the description of the embodiments or the prior art are described briefly as follows, to more clearly describe the technical solutions according to the embodiments of the present disclosure or according to the prior art. It is apparent that the drawings in the following description are only some embodiments of the present disclosure. Other drawings may be obtained by those skilled in the art according to these drawings without any creative work. 
         FIG. 1  is a schematic view of a charging apparatus in operation state provided in the present disclosure. 
         FIG. 2  is a schematic structural view of a first port of the charging apparatus provided in the present disclosure. 
         FIG. 3  is a schematic structural view of a second port of the charging apparatus provided in the present disclosure. 
         FIG. 4  is a schematic view showing an internal structure of the charging apparatus in operation state provided in the present disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     For a clear understanding of the objects, technical features, and effects of the present disclosure, specific embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It is to be understood that the following description is merely exemplary embodiment of the present disclosure and is not intended to limit the scope of the present disclosure. 
     Referring to  FIGS. 1-3 , a charging apparatus  100  includes a refrigerant liquid heat exchange device  110 . The refrigerant liquid heat exchange device  110  includes a heat exchange pipeline  111 , and a refrigerant liquid output pipe  212  and a refrigerant liquid input pipe  222  respectively connected to the heat exchange pipeline  111 . When the charging apparatus  100  is in operation, the refrigerant liquid output pipe  212  and the refrigerant liquid input pipe  222  are configured to respectively communicate with a cooling pipeline of a vehicle battery  30 , to allow the heat exchange pipeline  111  and the cooling pipeline of the vehicle battery to form a refrigerant liquid loop. 
     When the charging apparatus  100  is in operation, the refrigerant liquid output pipe  212  is configured to communicate with the cooling pipeline of the vehicle battery  30  to output a refrigerant liquid into the cooling pipeline of the vehicle battery  30 . The refrigerant liquid input pipe  222  is configured to communicate with the cooling pipeline of the vehicle battery  30  to input the refrigerant liquid from the cooling pipeline of the vehicle battery  30  into the heat exchange pipeline  111 . The refrigerant liquid heat exchange device  110  can communicate with the cooling pipeline of the vehicle battery  30  via the refrigerant liquid output pipe  212  and the refrigerant liquid input pipe  222  to form the refrigerant liquid loop. A battery pack of a full electric vehicle can be heated or cooled by the refrigerant liquid heat exchange device  110  of the charging apparatus  100  via the refrigerant liquid loop to ensure that the vehicle battery  30  can be charged at an optimal temperature range. 
     When charging the full electric vehicle, as the charging apparatus  100  is equipped with the refrigerant liquid heat exchange device  110 , the charging apparatus  100  can ensure that the power battery is charged at a most appropriate or optimal temperature according to an environmental temperature, a current temperature of the power battery, and different charge requirements of the power batteries. Thus, the charging apparatus  100  can meet the demand of the thermal management of the vehicle battery  30  and can ensure that an initial discharge temperature of the vehicle battery  30  is in an appropriate range, thereby accelerating the charging operation of the charging apparatus  100  and reducing the charging time of the charging apparatus  100 . 
     In an embodiment, the charging apparatus  100  further includes a signal control device  120 . The signal control device  120  includes a signal circuit  121 , a first signal receiving end  214  electrically connected to the signal circuit  121 , and a second signal receiving end  224  electrically connected to the signal circuit  121 . When the charging apparatus  100  is in operation, the first signal receiving end  214  is electrically connected to a circuit of the vehicle battery  30 , and the second signal receiving end  224  is electrically connected to the circuit of the vehicle battery  30 . When the charging apparatus  100  is in operation, while the refrigerant liquid output pipe  212  and the refrigerant liquid input pipe  222  are respectively in communication with the cooling pipeline of the vehicle battery  30  and the refrigerant liquid loop is formed, the first signal receiving end  214  and the second signal receiving end  224  are respectively connected to the circuit of the vehicle battery  30  via wires to transmit signals. As such, the signal control device  120  will receive a signal indicating that the cooling pipeline is in communication and then control the charging operation of the charging apparatus  100  to meet the demand of the thermal management of the power battery. 
     In an embodiment, a first signal line switch  401  is disposed at a joint of the first signal receiving end  214  for electrically connecting with the circuit of the vehicle battery  30 . A second signal line switch  402  is disposed at a joint of the second signal receiving end  224  for electrically connecting with the circuit of the vehicle battery  30 . The charging apparatus  100  further includes a first port  210  and a second port  220 . The first port  210  includes the refrigerant liquid output pipe  212 , the first signal line switch  401 , and the first signal receiving end  214 . The second port  220  includes the refrigerant liquid input pipe  222 , the second signal line switch  402 , and the second signal receiving end  224 . In the operation of the charging apparatus  100 , while the refrigerant liquid output pipe  212  communicates with the cooling pipeline of the vehicle battery  30 , the first signal line switch  401  is closed; and while the refrigerant liquid input pipe  222  communicates with the cooling pipeline of the vehicle battery  30 , the second signal line switch  402  is closed. Therefore, whether the refrigerant liquid loop is formed with the heat exchange pipeline  111  and the cooling pipeline of the vehicle battery  30  or not can be judged by measuring whether the first signal line switch  401  and the second signal line switch  402  are closed or not. 
     Referring to  FIG. 4 , in an embodiment, the signal control device  120  further includes a signal controller  102 . The signal controller  102  is electrically connected to the signal circuit  121  to measure whether the charging apparatus  100  and the cooling pipeline of the vehicle battery  30  are in communication or not. The signal controller  102  is electrically connected to the signal circuit  121  via a wire. The signal circuit  121  is respectively and electrically connected to the first signal receiving end  214  and the second signal receiving end  224  via wires. Therefore, when the first signal line switch  401  and the second signal line switch  402  are closed, the signal controller  102  can receive the signal indicating that the refrigerant liquid loop has been formed with the heat exchange pipeline  111  and the cooling pipeline of the vehicle battery  30  via the wires. 
     In an embodiment, the refrigerant liquid heat exchange device  110  further includes an auxiliary liquid reservoir  109 , a refrigerant liquid pump  105 , a heat dissipation water tank  108 , and a heat exchanger  106 . An orifice of the auxiliary liquid reservoir  109  is communicated with the refrigerant liquid input pipe  222  via the heat exchange pipeline  111 , so as to be capable of communicating with the cooling pipeline of the vehicle battery  30 . An orifice of the refrigerant liquid pump  105  is communicated with another orifice of the auxiliary liquid reservoir  109  via a pipe. An orifice of the heat dissipation water tank  108  is communicated with another orifice of the refrigerant liquid pump  105  via a pipe. An orifice of the heat exchanger  106  communicates with another orifice of the heat dissipation water tank  108  via a pipe. Another orifice of the heat exchanger  106  communicates with the refrigerant liquid output pipe  212  so as to be capable of communicating with the cooling pipeline of the vehicle battery  30 . When the charge apparatus  100  is in operation, the charge apparatus  100  has a function as that of a battery pack thermal management system in an vehicle, shifting the refrigerant liquid pump  105 , the heat dissipation water tank  108 , the auxiliary liquid reservoir  109 , and the heat exchanger  106  out from the vehicle, thereby achieving a universal cooling effect and a high power cooling effect for different types of vehicles and batteries. The charge apparatus  100  allows a reduction in weight of a thermal management device in the vehicle and allows the thermal management device in the vehicle to be simplified, thereby decreasing a cost of a power battery box and increasing an energy density of the battery pack, which is beneficial to increase a driving range of the electric vehicle. 
     When the charging apparatus  100  is in operation, a heat exchange loop can be formed by the auxiliary liquid reservoir  109 , the refrigerant liquid pump  105 , the heat dissipation water tank  108 , and the heat exchanger  106  as well as the cooling pipeline of the vehicle battery  30 . Two ends of the auxiliary liquid reservoir  109  respectively communicate with the refrigerant liquid pump  105  and the refrigerant liquid input pipe  222  via pipes. The auxiliary liquid reservoir  109  is used to achieve functions of expansion storage, and supplement of the refrigerant liquid. When a temperature of the liquid medium in the pipe is increased, a volume of the liquid can be expanded, and the expanded volume of the liquid can be taken by the auxiliary liquid reservoir  109 , i.e., a part of the liquid medium can flow into the auxiliary liquid reservoir  109 . When the temperature of the liquid medium in the pipe is decreased, the volume can be shrunk, i.e., the liquid amount in the liquid loop can be reduced, and a part of the liquid will flow back from the auxiliary liquid reservoir  109  into the loop to supply the liquid amount in the liquid loop. One end of the heat dissipation water tank  108  is connected to the refrigerant liquid pump  105  via a pipe, and the other end of the heat dissipation water tank  108  is connected to the heat exchanger  106  via a pipe. When the vehicle battery  30  achieves an optimal temperature, the signal control device  120  controls the refrigerant liquid pump  105  to stop working, so as to control the refrigerant liquid heat exchange device  110  to stop working, at which the charging operation on the vehicle battery  30  can be initiated. 
     In an embodiment, the refrigerant liquid heat exchange device  110  further includes a cooling fan  107  fixed on the heat dissipation water tank  108  and electrically connected to the signal controller  102  to assist the heat dissipation water tank  108  to dissipate heat. When the charging apparatus  100  is in operation, if the battery temperature is relatively high, then the cooling fan  107  can assist the heat dissipation water tank  108  to cool the liquid medium, thereby better controlling the operating temperature of the vehicle battery  300 . The signal controller  102  can control the operation and be electrically connected to the cooling fan  107  via a wire. If the temperature of the vehicle battery  30  is too high and reaches a preset temperature for the cooling fan  107  to be initiated, then the signal controller  102  controls the cooling fan  107  to be initiated to assist the heat dissipation water tank  108  to cool the liquid medium. 
     In an embodiment, the signal controller  102  is electrically connected to the refrigerant liquid pump  105 . If the vehicle battery  30  achieves the optimal temperature, then the signal controller  102  controls the refrigerant liquid pump  105  to stop working, so as to control the refrigerant liquid heat exchange device  110  to stop working, at which the charging operation on the vehicle battery  30  can be initiated. 
     In an embodiment, the signal controller  102  is electrically connected to the heat exchanger  106 . When the charging apparatus  100  is in operation, if the vehicle battery  30  is not at the optimal temperature for charging, then the signal controller  102  can control the heat exchanger  106  to perform the heating or cooling operation to ensure the vehicle battery  30  is within the optimal operating temperature extent and maintained in a reasonable operating temperature range. 
     In an embodiment, the charging apparatus  100  further includes a third port  230  electrically connected to the signal controller  102  and configured to be electrically connected to the vehicle battery  30  to acquire the temperature of the vehicle battery  30 . When the charging apparatus  100  is in operation, the signal controller  102  acquires the temperature of the liquid medium in the cooling pipeline of the vehicle battery  30 , and can control operating states of the refrigerant liquid heat exchange device  110  and the signal control device  120 , to ensure that the vehicle battery  30  is at the optimal temperature for charging all the time. 
     In an embodiment, the heat exchange pipeline  111  is a liquid cooling pipeline. Water is filled in the liquid cooling pipeline. The water can absorb a lot of heat without causing a significant change in its temperature due to its ultrahigh specific heat capacity, so that the temperature can be controlled well. Generally, an immersing cooling manner needs to use an electrically insulating and flame retardant liquid, and thus has a high cost, while the liquid cooling pipe has a relatively low cost, thereby reducing the cost. 
     In an embodiment, the charging apparatus  100  further includes a charging device  130  and a charging port  240 . The charging port  240  is electrically connected to the charging device  130  and is configured to be connected to the vehicle battery  30  via a wire to charge the vehicle battery  30 . When the charging apparatus  100  is in operation, if the vehicle battery  30  is at the optimal temperature for charging, then the charging device  130  is started to fast charge the vehicle battery  30 . 
     The first port  210  includes the refrigerant liquid output pipe  212 , the first signal line switch  401 , and the first signal receiving end  214 . The second port  220  includes the refrigerant liquid input pipe  222 , the second signal line switch  402 , and the second signal receiving end  224 . As such, the port used for connecting with the cooling system of the vehicle battery  30  and the information interaction port are provided in the charging apparatus  100 . When the charging apparatus  100  is in operation, the various components of the charging apparatus  100  can cooperate with each other to heat or cool the vehicle battery  30 , thereby ensuring that the vehicle battery  30  can work at an appropriate temperature all the time under different working conditions. 
     When charging the vehicle battery  30  via the charging apparatus  100 , a charge circuit is firstly formed by connecting the vehicle battery  30  with the charging apparatus  100  via a wire, i.e., the charging port  240  is electrically connected to the vehicle battery  30  via the wire. Then the cooling loop is formed with the vehicle battery  30  and the charging apparatus  100  via the connections of the first port  210  and the second port  220 . The refrigerant liquid is pumped from the auxiliary liquid reservoir  109  into the cooling loop via the refrigerant liquid pump  105  to allow the liquid cooling loop in the vehicle battery  30  to be filled with the refrigerant liquid. Then the signal controller  102  acquires the temperature of the vehicle battery  30  via a sensor, and controls the cooling fan  107  or the heat exchanger  106  to pre-cool or pre-heat the vehicle battery  30  before charging the vehicle battery  30 , thereby ensuring that the battery is at an optimal initial charge temperature. Then the signal controller  102  regulates output powers of the cooling fan  107 , the heat exchanger  106 , and the refrigerant liquid pump  105  according to a required charge rate of the battery, a type and parameters of the battery, and a real-time temperature in the vehicle battery  30  to ensure that the vehicle battery  30  can be charged at an appropriate temperature range. When the vehicle battery  30  is at the appropriate temperature range for charging, the charging device  130  is started to fast charge the vehicle battery  30 . After the charge, the battery is at an optimal initial working temperature. 
     When the charging process for the vehicle battery  30  is finished, the signal controller  102  controls the refrigerant liquid pump  105  to pump the refrigerant liquid from the vehicle battery  30  back into the auxiliary liquid reservoir  109 . Finally, the first port  210  and the second port  220  are disconnected. Then the vehicle battery  30  can be kept at a reasonable temperature range by natural cooling when the full electric vehicle is running. 
     In an embodiment, when the vehicle battery  30  is in the fast charge state, the vehicle battery  30  is charged at a high charging rate, for example, in a range from 1C to 10C, and the power battery can produce a lot of heat during the charging. In this case, a charge circuit is firstly formed by connecting the vehicle battery  30  with the charging apparatus  100  via a wire, i.e., the charging port  240  is electrically connected to the vehicle battery  30  via the wire. Then the cooling loop is formed with the vehicle battery  30  and the charging apparatus  100  via the connections of the first port  210  and the second port  220 . The signal controller  102  controls the refrigerant liquid pump  105  to pump the liquid medium from the auxiliary liquid reservoir  109  into the cooling loop when a signal indicating that the cooling loop has been formed is received by the signal controller  102 . The signal controller  102  can estimate the heat produced by the vehicle battery  30  according to the type of the vehicle battery  30 , battery parameters, and the preset charging rate, and the estimated heat can be used as a feedforward control parameter. The signal controller  102  acquires the real-time temperature of the vehicle battery  30  at this time according to a signal indicating the temperature of the vehicle battery  30 , and the acquired temperature is used as a feedback control parameter. The signal controller  102  can control the operating powers of the heat dissipation water tank  108 , the refrigerant liquid pump  105 , and the heat exchanger  106  according to the feedback control parameter to ensure that the vehicle battery  30  is charged at the optimal charge temperature range throughout the fast charge. 
     In an embodiment, when the vehicle battery  30  is in a low temperature environment, i.e., when the vehicle battery  30  is placed in the low temperature environment before charging, an initial charge temperature of the vehicle battery  30  may be −40° C. to 10° C. At this time, if the vehicle battery  30  is charged immediately, the safety and the service life of the vehicle battery  30  would be adversely affected. Therefore, in such environment, the charge circuit is firstly formed by connecting the vehicle battery  30  with the charging apparatus  100  via a wire, i.e., the charging port  240  is electrically connected to the vehicle battery  30  via the wire. Then the cooling loop is formed with the vehicle battery  30  and the charging apparatus  100  via the connections of the first port  210  and the second port  220 . The signal controller  102  controls the refrigerant liquid pump  105  to pump the liquid medium from the auxiliary liquid reservoir  109  into the cooling loop when a signal indicating that the cooling loop has been formed is received by the signal controller  102 . The signal controller  102  sends an initial charging time delay signal when a signal indicating the low temperature of the vehicle battery  30  is received by the signal controller  102 , so that the charging operation of the charging apparatus  100  is provisionally postponed. Then the signal controller  102  controls the heat exchanger  106  and the refrigerant liquid pump  105  to fast heat the vehicle battery  30 . When the temperature in the vehicle battery  30  is in the appropriate initial charge temperature, for example, 20° C. to 30° C., the heating is stopped, and the signal controller  102  sends an initial charging time delay revocation signal. When the vehicle battery  30  is in the appropriate initial charge temperature range, the charging device  130  starts to fast charge the vehicle battery  30 . The operation mode of the charging apparatus  100  is the same as the operation mode when the vehicle battery  30  is in the fast charge state. 
     In an embodiment, before the charging apparatus  100  and the vehicle battery  30  are disconnected, the signal controller  102  regulates the temperature of the vehicle battery  30  to a most appropriate initial usage temperature, typically, 25° C., by regulating the operating powers of the cooling fan  107 , the refrigerant liquid pump  105 , and the heat exchanger  106  according to the temperature of the vehicle battery  30 . At the initial usage temperature, the power battery can work in a reasonable operating temperature range, typically, 10° C. to 55° C., via natural convective heat transfer throughout the working process. As such, after the charging apparatus  100  and the vehicle battery  30  are disconnected, the vehicle battery  30  can be in a typical operating state to drive the electric vehicle. 
     In an embodiment, when the electric vehicle is stalled out and needs to be charged during travel, the first port  210 , the second port  220 , the third port  230 , and the charging port  240  are firstly connected. The signal controller  102  acquires the temperature of the vehicle battery  30  via the third port  230 . The signal controller  102  controls the refrigerant liquid pump  105  to pump the liquid medium from the auxiliary liquid reservoir  109  into the cooling loop when a signal indicating that the first port  210  and the second port  220  have been connected is detected by the signal controller  102 . The signal controller  102  controls the heat exchanger  106  and the refrigerant liquid pump  105  to fast cool the vehicle battery  30 . The signal controller  102  acquires the real-time temperature of the vehicle battery  30  at this time according to the signal indicating the temperature of the vehicle battery  30 , and the acquired temperature is used as a feedback control parameter. The signal controller  102  acquires the temperature in the vehicle battery  30 ; and when the temperature in the vehicle battery  30  is in the appropriate initial charge temperature, e.g., 20° C. to 30° C., the cooling process is terminated. The charging device  130  charges the vehicle battery  30  via the charging port  240  when the signal controller  102  receives a charging signal. Since the charge of the vehicle battery  30  via the charging apparatus  100  is in the appropriate temperature status all the time, the charging time is reduced, thereby solving the long charging time problem of the conventional charging apparatus. Moreover, the demands for the high rate charge and the fast heating at low temperature can be satisfied. Therefore, the charging apparatus capable of achieving the fast charge is provided herein. 
     Unless otherwise defined, all terms herein, including technical and scientific terms, shall have the same meaning as commonly accepted by a person skilled in the art to which this disclosure belongs. Such terms, as used herein, are for the purpose of describing exemplary examples of, and without limiting, the present disclosure. The term “and/or” as used herein refers to any and all combinations of one or more items recited. 
     Those skilled in the art can apparently appreciate upon reading the disclosure of this application that the respective technical features involved in the respective examples can be combined arbitrarily between the respective example can also be combined arbitrarily as long as they have no collision with each other. For the purpose of simplicity, not all combinations are described herein. However, such combination should all be considered as within the scope of the present disclosure given that there is no collision.