CN108032750A - 充电桩 - Google Patents

充电桩 Download PDF

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Publication number
CN108032750A
CN108032750A CN201711250687.4A CN201711250687A CN108032750A CN 108032750 A CN108032750 A CN 108032750A CN 201711250687 A CN201711250687 A CN 201711250687A CN 108032750 A CN108032750 A CN 108032750A
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Prior art keywords
coolant
charging pile
vehicle battery
heat
electrically connected
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CN201711250687.4A
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CN108032750B (zh
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卢兰光
李亚伦
欧阳明高
杜玖玉
李建秋
冯旭宁
韩雪冰
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Tsinghua University
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Tsinghua University
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Priority to CN201711250687.4A priority Critical patent/CN108032750B/zh
Publication of CN108032750A publication Critical patent/CN108032750A/zh
Priority to PCT/CN2018/114032 priority patent/WO2019105185A1/zh
Priority to US16/633,680 priority patent/US20210001750A1/en
Priority to EP18883760.3A priority patent/EP3719918A1/en
Priority to US16/888,739 priority patent/US20200290469A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/302—Cooling of charging equipment
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
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    • H02J7/0042—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by the mechanical construction
    • H02J7/0045—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by the mechanical construction concerning the insertion or the connection of the batteries
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  • Manufacturing & Machinery (AREA)
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  • Electrochemistry (AREA)
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  • Life Sciences & Earth Sciences (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

本发明提供一种充电桩包括冷却液换热装置。所述冷却液换热装置包括换热管路、与所述换热管路连接的冷却液输出管和冷却液输入管。所述冷却液输出管和所述冷却液输入管用于分别与车载电池冷却管路连通，使得所述换热管路与所述车载电池冷却管路构成回路。通过冷却液管路的回路，所述充电桩的所述冷却液换热装置可以实现对纯电动车电池组的加热和散热，以确保所述车载电池可以在一个最佳的温度范围内进行充电。在纯电动车充电时，所述充电桩能够根据环境温度和动力电池当前温度、动力电池的不同充电需求，保证动力电池在最适宜的温度下充电从而加快了所述充电桩充电的速度，缩短了所述充电桩的充电时间。

Description

充电桩
技术领域
本发明涉及动力电池充电领域，特别是涉及一种充电桩。
背景技术
随着科学技术与新能源的发展，纯电动车以其独特的优点得到越来越多推广以及应用。纯电动车动力电池内阻低，在车辆运行工况下电池温升很小，如果控制电池的初始温度在适合范围，电池运行的最终温度也不会过高，从而保证了电池的耐久性和安全性。
随着用户对充电时间的要求，快充、超级快充功能已成为未来的发展趋势。高温和低温会影响电池的安全性和耐久性，快充条件下电池系统高温和低温问题更为突出，使得热管理成为必然的选择。但是，传统的充电桩设计方案充电时间长长，难以满足大倍率充电和低温快速加热的动力电池热管理需求。
发明内容
基于此，有必要针对传统充电桩充电时间较长，难以实现大倍率充电和低温快速加热需求的问题，提供一种能够快速充电的充电桩。
在其中一个实施例中，一种充电桩包括冷却液换热装置。所述冷却液换热装置包括换热管路以及与所述换热管路连接的冷却液输出管和冷却液输入管。所述冷却液输出管和所述冷却液输入管用于分别与车载电池冷却管路连通，使得所述换热管路与所述车载电池冷却管路构成回路。
在其中一个实施例中，所述充电桩还包括信号控制装置。所述信号控制装置信号线路、与所述信号线路电连接的第一信号接收端以及与所述信号线路电连接的第二信号接收端。所述第一信号接收端与车载电池线路电连接。所述第二信号接收端与车载电池线路电连接。
在其中一个实施例中，所述第一信号接收端与车载电池线路电连接部位设置有第一信号线开关。所述第二信号接收端与车载电池线路电连接部位设置有第二信号线开关。
在其中一个实施例中，所述信号控制装置还包括信号控制单元。所述信号控制单元与所述信号线路电连接，用以检测所述充电桩与车载电池冷却管路是否连通。
在其中一个实施例中，所述冷却液换热装置还包括副液灌、冷却液泵、散热水箱以及热交换器。所述副液灌一个端口通过管路与所述冷却液输入管连通，用以与车载电池冷却管路连通。所述冷却液泵一个端口通过管路与所述副液灌另一个端口连通。所述散热水箱一个端口通过管路与所述冷却液泵的另一个端口连通。所述热交换器一个端口通过管路与所述散热水箱的另一个端口连通；所述热交换器的另一个端口通过管路与所述冷却液输出管连通，用以与车载电池冷却管路连通。
在其中一个实施例中，所述冷却液换热装置还包括散热风扇。所述散热风扇固定设置于所述散热水箱。所述散热风扇与所述信号控制单元电连接，用以辅助所述散热水箱散热。
在其中一个实施例中，所述信号控制单元与所述冷却液泵电连接。
在其中一个实施例中，所述信号控制单元与所述热交换器电连接。
在其中一个实施例中，所述充电桩还包括第三接口。所述第三接口与所述信号控制单元电连接，且与车载电池电连接，用以检测车载电池的温度。
在其中一个实施例中，所述换热管路为液冷管路。
本发明提供的一种充电桩包括冷却液换热装置。所述冷却液换热装置包括换热管路、与所述换热管路连接的冷却液输出管和冷却液输入管。所述冷却液输出管和所述冷却液输入管用于分别与车载电池冷却管路连通，使得所述换热管路与所述车载电池冷却管路构成回路。通过所述冷却液输出管和所述冷却液输入管可以将所述冷却液换热装置与所述车载电池冷却管路连通，并形成一个冷却液管路的回路。通过冷却液管路的回路，所述充电桩的所述冷却液换热装置可以实现对纯电动车电池组的加热和散热，以确保所述车载电池可以在一个最佳的温度范围内进行充电。在纯电动车充电时，由于所述充电桩配备了所述冷却液换热装置，所述充电桩能够根据环境温度和动力电池当前温度、动力电池的不同充电需求，保证动力电池在最适宜的温度下充电。因此，所述充电桩能够满足所述车载电池的热管理需求，保证所述车载电池放电的初始温度在合适的范围，从而加快了所述充电桩充电的速度，缩短了所述充电桩的充电时间。
附图说明
图1为本发明的充电桩工作状态示意图；
图2为本发明的充电桩第一接口的结构示意图；
图3为本发明的充电桩第二接口的结构示意图；
图4为本发明的充电桩的工作状态内部结构示意图。
附图标记说明
充电桩100、冷却液换热装置110、信号控制装置120、充电装置130、信号控制单元102、冷却液泵105、热交换器106、散热风扇107、散热水箱108、副液灌109、信号线路121、换热管路111、第一接口210、第二接口220、第三接口230、充电接口240、冷却液输出管212、冷却液输入管222、第一信号接收端214、第二信号接收端224、第一信号线开关401、第二信号线开关402。
具体实施方式
为了使本发明的目的、技术方案及优点更加清楚明白，以下通过实施例，并结合附图，对本发明进行进一步详细说明。应当理解，此处所描述的具体实施例仅用以解释本发明，并不用于限定本发明。
请参见图1-3，本发明提供一种充电桩100，其包括冷却液换热装置110。所述冷却液换热装置110包括换热管路111、与所述换热管路111连接的冷却液输出管212和冷却液输入管222。所述充电桩100在工作时，所述冷却液输出管212和所述冷却液输入管222用于分别与车载电池30冷却管路连通，使得所述换热管路111与所述车载电池30冷却管路构成回路。
所述充电桩100在工作时，所述冷却液输出管212用于与所述车载电池30冷却管路连通，向所述车载电池30冷却管路输入冷却液。所述冷却液输入管222用于与车载电池30冷却管路连通，将车载电池30冷却管路中的冷却液输入所述换热管路111。通过所述冷却液输出管212和所述冷却液输入管222可以将所述冷却液换热装置110与所述车载电池30冷却管路连通，并形成一个冷却液管路的回路。通过冷却液管路的回路，所述充电桩100的所述冷却液换热装置110可以实现对纯电动车电池组的加热和散热，以确保所述车载电池30可以在一个最佳的温度范围内进行充电。
在纯电动车充电时，由于所述充电桩100配备了所述冷却液换热装置110，所述充电桩100能够根据环境温度和动力电池当前温度、动力电池的不同充电需求，保证动力电池在最适宜的温度下充电。因此，所述充电桩100能够满足所述车载电池30的热管理需求，保证所述车载电池30放电的初始温度在合适的范围，从而加快了所述充电桩100充电的速度，缩短了所述充电桩100的充电时间。
在一个实施例中，所述充电桩100还包括信号控制装置120。所述信号控制装置120包括信号线路121、与所述信号线路121电连接的第一信号接收端214以及与所述信号线路121电连接的第二信号接收端224。所述充电桩100在工作时，所述第一信号接收端214与车载电池30线路电连接。所述第二信号接收端224与车载电池30线路电连接。所述充电桩100在工作时，当所述冷却液输出管212和所述冷却液输入管222分别与所述车载电池30冷却管路连通且构成回路时，所述第一信号接收端214与所述第二信号接收端224分别通过导线与所述车载电池30线路进行连接，用以实现信号的传递。此时，所述信号控制装置120就会接收到冷却管路连通的信号，进而控制所述充电桩100的充放电，实现满足动力电池的热管理需求。
在一个实施例中，所述第一信号接收端214与车载电池30线路电连接部位设置有第一信号线开关401。所述第二信号接收端224与车载电池30线路电连接部位设置有第二信号线开关402。所述充电桩100还包括第一接口210、以及第二接口220。所述第一接口210包括所述冷却液输出管212、第一信号线开关401以及所述第一信号接收端214。所述第二接口220包括所述冷却液输入管222、第二信号线开关402以及所述第二信号接收端224。所述充电桩100在工作时，所述冷却液输出管212与所述车载电池30冷却管路连通，所述第一信号线开关401闭合。当所述冷却液输入管222与所述车载电池30冷却管路连通时，所述第二信号线开关402闭合。因此，通过检测所述第一信号线开关401与所述第二信号线开关402是否闭合，可以判断出所述换热管路111与所述车载电池30冷却管路是否构成回路。
请参见图4，在一个实施例中，所述信号控制装置120还包括信号控制单元102。所述信号控制单元102与所述信号线路121电连接，用以检测所述充电桩100与所述车载电池30冷却管路是否连通。所述信号控制单元102与所述信号线路121通过导线电连接，所述信号线路121通过导线分别与所述第一信号接收端214以及所述第二信号接收端224电连接。因此，当所述第一信号线开关401与所述第二信号线开关402闭合后，所述信号控制单元102可以通过导线接收到所述换热管路111与所述车载电池30冷却管路构成回路的信号。
在一个实施例中，所述冷却液换热装置110还包括副液灌109、冷却液泵105、散热水箱108以及热交换器106。所述副液灌109一个端口通过管路与所述冷却液输入管222连通，用以与车载电池30冷却管路连通。所述冷却液泵105一个端口通过管路与所述副液灌109另一个端口连通。所述散热水箱108一个端口通过管路与所述冷却液泵105的另一个端口连通。所述热交换器106一个端口通过管路与所述散热水箱108的另一个端口连通；所述热交换器106的另一个端口通过管路与所述冷却液输出管212连通，用以与车载电池30冷却管路连通。所述充电桩100在工作时，所述充电桩100具备汽车中电池组热管理系统的功能，将车载的所述冷却液泵105、所述散热水箱108、所述副液灌109以及所述热交换器106移到了车外，实现了对不同种类车辆和电池的通用冷却和大功率冷却。所述充电桩100减少了热管理装置的车载重量，减少了车载热管理装置的复杂程度，降低了动力电池箱的成本，提高了电池组的能量密度，从而有利于电动汽车续驶里程的提升。
所述充电桩100在工作时，通过所述副液灌109、所述冷却液泵105、所述散热水箱108以及所述热交换器106可以与所述车载电池30冷却管路形成一个换热回路。所述副液灌109的两端通过管路分别与所述冷却液泵105和所述冷却液输入管222连通，主要是用来实现膨胀储存以及缺液补偿的功能。当导管中的液体介质温度升高时，会产生液体的体积膨胀，从而所述副液灌109会吸收液体膨胀的体积，这时会有部分液体介质流入所述副液灌109。当导管中的液体介质温度降低时，会使得体积收缩或者液体回路中液量有所减少，一部分液体将从所述副液灌109流入回路中，从而可以对液体回路中的液量进行补偿。所述散热水箱108的一端与所述冷却液泵105通过导管进行连接，所述散热水箱108的另一端与所述热交换器106通过导管进行连接。当所述车载电池30达到最佳温度时，所述信号控制装置120控制所述冷却液泵105停止工作，从而控制所述冷却液换热装置110停止工作，此时所述车载电池30开始充电。
在一个实施例中，所述冷却液换热装置110还包括散热风扇107。所述散热风扇107固定设置于所述散热水箱108。所述散热风扇107与所述信号控制单元102电连接，用以辅助所述散热水箱108散热。在所述充电桩100在工作时，当电池温度较高的情况下，所述散热风扇107可以辅助所述散热水箱108对液体介质进行散热，更好地实现所述车载电池30工作温度的控制。在所述信号控制单元102的控制下工作，并通过导线与所述散热风扇107电连接。如果所述车载电池30的温度过高，且达到了所述散热风扇107启动的设置温度，所述信号控制单元102将控制所述散热风扇107启动，进而辅助所述散热水箱108进行液体介质的散热。
在一个实施例中，所述信号控制单元102与所述冷却液泵105电连接。所述车载电池30达到最佳温度时，所述信号控制单元102将控制所述冷却液泵105停止工作，从而控制所述冷却液换热装置110停止工作，此时所述车载电池30可以开始充电。
在一个实施例中，所述信号控制单元102与所述热交换器106电连接。所述充电桩100在工作时，所述车载电池30的温度没有处于充电状态的最佳温度时，所述信号控制单元102可以控制所述热交换器106惊醒加热或者散热的功能，以确保所述车载电池30处于最优工作温度区间，且维持在合理的工作温度范围内。
在一个实施例中，所述充电桩100还包括第三接口230。所述第三接口230与所述信号控制单元102电连接，且与所述车载电池30电连接，用以检测车载电池30的温度。所述充电桩100在工作时，所述信号控制单元102检测到所述车载电池30的冷却导管中液体介质的温度，所述信号控制单元102可以控制所述冷却液换热装置110与所述信号控制装置120的工作状态，使所述车载电池30始终处于一个充电状态的最佳温度。
在一个实施例中，所述换热管路111设置为液冷管路。所述液冷管路中设置有水。由于水的比热容超大，因此能够吸收大量的热量而保持温度不会明显的变化，温度能够得到好的控制。一般浸液冷却的方式需要电绝缘阻燃液体，成本昂贵，然而所述液冷管路成本比较低，降低了成本。
在一个实施例中，所述充电桩100还包括充电装置130以及充电接口240。所述充电接口240与所述充电装置130电连接，用以通过线缆与所述车载电池30连接，给所述车载电池30充电。在所述充电桩100工作时，当所述车载电池30处于充电状态的最佳温度时，所述充电装置130开始给所述车载电池30进行快速充电。
所述第一接口210包括所述冷却液输出管212、第一信号线开关401以及所述第一信号接收端214。所述第二接口220包括所述冷却液输入管222、第二信号线开关402以及所述第二信号接收端224。所述充电桩100提供了与所述车载电池30连接的冷却系统接口和信息交互接口。所述充电桩100在工作时，通过所述充电桩100各部分元件的相互协调，可以实现所述车载电池30的加热或冷却，确保在不同工作情况下所述车载电池30始终工作在适宜的温度内。
当所述充电桩100对所述车载电池30进行充电时，所述车载电池30首先通过线缆与所述充电桩100接通形成充电回路。此时，所述充电接口240通过线缆与所述车载电池30电连接。所述第一接口210与所述第二接口220分别接通，所述车载电池30与所述充电桩100形成冷却回路。通过所述冷却液泵105将所述副液灌109中的冷却液体泵入到冷却回路中，从而使所述车载电池30中的液冷回路被冷却液充满。所述信号控制单元102随后通过传感器可以获得所述车载电池30的电池温度，通过控制所述散热风扇107或者所述热交换器106，实现对所述车载电池30充电前的冷却后预热处理，确保电池处在最优的充电起始温度。随后，所述信号控制单元102根据电池充电倍率需求、电池类型和参数以及所述车载电池30内的实时温度，调节所述散热风扇107、所述热交换器106和所述冷却液泵105的输出功率，确保所述车载电池30在适宜温度范围内供电。当所述车载电池30在充电的适宜温度范围内时，所述充电装置130开始给所述车载电池30进行快速充电。并且，在充电结束后电池处在最优运行起始温度。
当所述车载电池30的充电过程完成后，所述信号控制单元102通过控制所述冷却液泵105将所述车载电池30内的冷却液重新泵回所述副液灌109中。最后，将所述第一接口210与所述第二接口220断开，所述车载电池30即可在电动汽车运行工作状态下通过自然冷却保持在合理温度范围内。
在一个实施例中，当所述车载电池30处于快速充电状态时，所述车载电池30以高充电倍率充电，此处充电倍率为1C～10C范围内的某一值，动力电池在充电过程中产生大量热量。所述车载电池30首先通过线缆与所述充电桩100接通形成充电回路。此时，所述充电接口240通过线缆与所述车载电池30电连接。所述第一接口210与所述第二接口220分别接通，所述车载电池30与所述充电桩100形成冷却回路。当所述信号控制单元102检测到冷却回路接通的信号时，所述信号控制单元102控制所述冷却液泵105，将所述副液灌109中的液体介质注入到冷却回路中。所述信号控制单元102可以根据所述车载电池30内的电池类型、电池参数和预设的充电倍率对所述车载电池30的产热量进行估计，并作为前馈控制参数。所述信号控制单元102根据所述车载电池30内的温度信号获得此时所述车载电池30的实时温度，并作为反馈控制参数。因此，所述信号控制单元102可以根据反馈控制参数对所述散热水箱108、所述冷却液泵105以及所述热交换器106的运行功率进行控制，确保所述车载电池30快速充电过程中始终运行在最适宜充电温度范围内。
在一个实施例中，当所述车载电池30处于低温环境时，所述车载电池30充电前在低温环境中静置。所述车载电池30的起始充电温度为-40℃-10℃。此时，对所述车载电池30充电，会使得所述车载电池30的安全和寿命产生不良影响。因此，在此环境下，所述车载电池30首先通过线缆与所述充电桩100接通形成充电回路。此时，所述充电接口240通过线缆与所述车载电池30电连接。所述第一接口210与所述第二接口220分别接通，所述车载电池30与所述充电桩100形成冷却回路。当所述信号控制单元102检测到冷却回路接通的信号时，所述信号控制单元102控制所述冷却液泵105，将所述副液灌109中的液体介质注入到冷却回路中。这时，所述车载电池30的低温信号被所述信号控制单元102检测到，所述信号控制单元102发出充电起始时间延迟信号，充电桩的充电过程被暂时搁置。所述信号控制单元102通过控制所述热交换器106和所述冷却液泵105对所述车载电池30进行快速加热。当所述车载电池30内的温度达到适宜的充电起始温度20℃-30℃时，加热过程停止。所述信号控制单元102发出充电起始时间延迟信号取消。当所述车载电池30在充电的适宜温度范围内时，所述充电装置130开始给所述车载电池30进行快速充电。所述充电桩100的工作方式与所述车载电池30处于快速充电状态时的工作方式相同。
在一个实施例中，在所述充电桩100与所述车载电池30断开前，所述信号控制单元102通过所述散热风扇107、所述冷却液泵105以及所述热交换器106的运行功率。并根据所述车载电池30的电池温度调整至动力电池最适宜的起始使用温度，典型为25℃。在所述起始温度下，动力电池通过自然对流换热，实现使用过程中始终运行在合理工作温度范围内，典型为10℃-50℃。此时，所述充电桩100与所述车载电池30断开之后，所述车载电池30可以处于电动汽车的典型驱动工作状态。
在一个实施例中，当电动汽车行驶过程中，熄火并进行充电时，首先连接所述第一接口210、所述第二接口220、所述第三接口230与所述充电接口240。所述信号控制单元102通过所述第三接口230检测到所述车载电池30的电池温度，所述信号控制单元102检测到所述第一接口210与所述第二接口220接通信号时。此时，所述信号控制单元102控制所述冷却液泵105，将所述副液灌109中的液体介质注入到冷却回路中。所述信号控制单元102通过控制所述热交换器106和所述冷却液泵105对所述车载电池30进行快速降温。所述信号控制单元102根据所述车载电池30内的温度信号获得此时所述车载电池30的实时温度，并作为反馈控制参数。当所述车载电池30内的温度达到适宜的充电起始温度20℃-30℃时，所述信号控制单元102检测到所述车载电池30内的温度，降温过程停止。所述信号控制单元102接收到充电信息，此时所述充电装置130通过所述充电接口240给所述车载电池30进行充电。由于所述充电桩100一直处于适宜的温度状态下对所述车载电池30进行充电，所以缩短了充电时间，解决了传统充电桩充电时间较长的问题。并且，满足了大倍率充电和低温快速加热的需求，提供了一种能够快速充电的充电桩。
以上所述实施例的各技术特征可以进行任意的组合，为使描述简洁，未对上述实施例中的各个技术特征所有可能的组合都进行描述，然而，只要这些技术特征的组合不存在矛盾，都应当认为是本说明书记载的范围。
以上所述实施例仅表达了本发明的几种实施方式，其描述较为具体和详细，但并不能因此而理解为对本发明专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本发明构思的前提下，还可以做出若干变形和改进，这些都属于本发明的保护范围。因此，本发明专利的保护范围应以所附权利要求为准。

Claims (10)

1.一种充电桩，其特征在于，包括冷却液换热装置(110)，所述冷却液换热装置(110)包括：
换热管路(111)；
与所述换热管路(111)连接的冷却液输出管(212)和冷却液输入管(222)，所述冷却液输出管(212)和所述冷却液输入管(222)用于分别与车载电池冷却管路连通，使得所述换热管路(111)与所述车载电池冷却管路构成回路。
2.如权利要求1所述的充电桩，其特征在于，所述充电桩100还包括信号控制装置(120)，所述信号控制装置(120)包括：
信号线路(121)；
与所述信号线路(121)电连接的第一信号接收端(214)，所述第一信号接收端(214)与车载电池线路电连接；
与所述信号线路(121)电连接的第二信号接收端(224)，所述第二信号接收端(224)与车载电池线路电连接。
3.如权利要求2所述的充电桩，其特征在于，所述第一信号接收端(214)与车载电池线路电连接部位设置有第一信号线开关(401)，所述第二信号接收端(224)与车载电池线路电连接部位设置有第二信号线开关(402)。
4.如权利要求2所述的充电桩，其特征在于，所述信号控制装置(120)还包括信号控制单元(102)，所述信号控制单元(102)与所述信号线路(121)电连接，用以检测所述充电桩(100)与车载电池冷却管路是否连通。
5.如权利要求1所述的充电桩，其特征在于，所述冷却液换热装置(110)还包括：
副液灌(109)，所述副液灌(109)一个端口通过管路与所述冷却液输入管(222)连通，用以与车载电池冷却管路连通；
冷却液泵(105)，所述冷却液泵(105)一个端口通过管路与所述副液灌(109)另一个端口连通；
散热水箱(108)，所述散热水箱(108)一个端口通过管路与所述冷却液泵(105)的另一个端口连通；
热交换器(106)，所述热交换器(106)一个端口通过管路与所述散热水箱(108)的另一个端口连通；所述热交换器(106)的另一个端口通过管路与所述冷却液输出管(212)连通，用以与车载电池冷却管路连通。
6.如权利要求5所述的充电桩，其特征在于，所述冷却液换热装置(110)还包括散热风扇(107)，所述散热风扇(107)固定设置于所述散热水箱(108)，所述散热风扇(107)与所述信号控制单元(102)电连接，用以辅助所述散热水箱(108)散热。
7.如权利要求4所述的充电桩，其特征在于，所述信号控制单元(102)与所述冷却液泵(105)电连接。
8.如权利要求4所述的充电桩，其特征在于，所述信号控制单元(102)与所述热交换器(106)电连接。
9.如权利要求1所述的充电桩，其特征在于，所述充电桩(100)还包括第三接口(230)，所述第三接口(230)与所述信号控制单元(102)电连接，且与车载电池电连接，用以检测车载电池的温度。
10.如权利要求1所述的充电桩，其特征在于，所述换热管路(111)为液冷管路。
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