A detection system and method for simulating the influence factors of fuel cell coolant conductivity change

Abstract

The application relates to a detection system and method for simulating factors influencing conductivity change of fuel cell coolant. The application relates to the technical field of fuel cells, and the detection system for simulating factors influencing conductivity change of fuel cell coolant comprises a to-be-detected assembly, a measurement assembly and a control assembly, the to-be-detected assembly comprises a stack cooling cavity simulator, a hose part, a water pump, an intercooler, a thermostat and a radiator, the measurement assembly comprises a plurality of conductivity sensors which are used for measuring the conductivity of coolant flowing through the to-be-detected assembly respectively, and the control assembly is used for controlling the temperature and flow rate of the coolant, wherein the to-be-detected assembly is connected through pipelines to form a circulation loop. Through the plurality of conductivity sensors which are used for measuring the conductivity of coolant flowing through the to-be-detected assembly respectively, the influence of each component on the conductivity of the coolant can be truly reflected, and the accuracy of conductivity measurement is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of fuel cells, and particularly relates to a detection system and a detection method for simulating influencing factors of conductivity change of fuel cell coolant. BACKGROUND

[0002] With the maturity of fuel cell related technologies and the policy promotion of domestic demonstration applications, related vehicles have been demonstrated in specific scenarios. As a kind of electric vehicle, fuel cell vehicles usually work at a high voltage to adapt to the power platform. In order to ensure the safety of passengers and vehicles, it is necessary to ensure the normal work of high and low voltage electrical systems and to ensure the insulation level to ensure the safety of personnel.

[0003] In order to ensure the safety of vehicles and personnel, insulation restrictions will be set at the vehicle and fuel cell engine levels. When the actual insulation value is lower than the limit value, the fuel cell engine startup will be restricted. Therefore, in the actual vehicle situation, insulation decline will cause the vehicle to lose power source, and in the case of safety control failure, it may even cause electric shock and short circuit accidents.

[0004] The increase of fuel cell coolant conductivity is the main reason for the decrease of fuel cell insulation resistance. Therefore, detecting the conductivity of fuel cell coolant is crucial to improve the insulation performance of fuel cells. However, the existing detection method is not accurate enough and cannot reflect the influence of each component on the actual conductivity change of the coolant. SUMMARY

[0005] The present application provides a detection system and a detection method for simulating influencing factors of conductivity change of fuel cell coolant to solve the problem of insufficient accuracy of detection methods in related technologies and the inability to reflect the actual conductivity change of the vehicle.

[0006] In a first aspect, the present application provides a detection system for simulating influencing factors of conductivity change of fuel cell coolant, comprising:

[0007] a to-be-measured component, including a stack cooling cavity simulator, a hose part, a water pump, an intercooler, a thermostat and a radiator;

[0008] a measurement component, including a plurality of conductivity sensors for measuring the conductivity of the coolant flowing through the to-be-measured component; and

[0009] a control component for controlling the temperature and flow rate of the coolant;

[0010] The to-be-measured component is connected by a pipeline to form a circulation loop.

[0011] The application forms a circulation loop by connecting the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator through pipelines, and by using multiple conductivity sensors for measuring the conductivity of the cooling liquid flowing through the to-be-tested components, so that the influence of each component on the conductivity of the cooling liquid can be truly reflected, and the accuracy of the conductivity measurement is improved. Through the setting of the circulation loop, the change in the conductivity of the cooling liquid after multiple circulations can be measured, and the measurement accuracy is further improved.

[0012] It should be noted that the to-be-tested components can form one large series circulation loop or multiple parallel circulation loops, and the setting mode of the circulation loop is not limited in some embodiments of the application.

[0013] It should be noted that the measurement component can be integrated in the circulation loop or inside the to-be-tested components, as long as it can be used for measuring the conductivity of the cooling liquid flowing through the to-be-tested components.

[0014] It should be noted that the position of the control component in the detection system is not limited, as long as it can regulate the temperature and flow of the cooling liquid.

[0015] It should be noted that the water pump is used as a to-be-tested component and also has the function of adjusting the flow of the cooling liquid. Whether the flow rate of the cooling liquid passing through the water pump meets the detection requirements can be measured by the flow sensor, and the opening of the water pump is adjusted according to the data displayed by the flow sensor.

[0016] It should be noted that the first hose is usually made of organic material and is used for simulating the influence of organic impurities on the conductivity of the cooling liquid.

[0017] In some embodiments, the stack cooling cavity simulator, the hose part and the water pump are connected through pipelines to form a first circulation loop.

[0018] The stack cooling cavity simulator, the hose part and the water pump are connected through pipelines to form a second circulation loop.

[0019] The stack cooling cavity simulator, the hose part and the water pump are connected through pipelines to form a third circulation loop.

[0020] Before the coolant temperature reaches the set temperature, i.e., when the coolant does not need cooling, the third circulation loop is controlled by a solenoid valve. The third circulation loop does not circulate, and the coolant flows from the outlet of the fuel cell cooling chamber simulator through pipes, hoses, a water pump, and an intercooler back to the inlet of the fuel cell cooling chamber simulator, forming the first circulation loop. A portion of the coolant is diverted from the water pump, flows through the thermostat, and returns to the inlet of the fuel cell cooling chamber simulator, forming the second circulation loop. When the coolant temperature reaches the set temperature, i.e., when cooling is required, the third circulation loop is controlled by a solenoid valve. The third circulation loop circulates, and based on the first and second circulation loops, a second portion of the coolant is diverted from the water pump, flows through the radiator and thermostat, and returns to the inlet of the fuel cell cooling chamber simulator, forming the third circulation loop. By using three circulation loops, the actual working conditions of the coolant during fuel cell operation can be simulated more accurately. For example, when the coolant temperature is too high, the coolant can be cooled down. When the coolant temperature does not reach the preset value, the radiator does not operate. The changes in conductivity of the coolant after flowing through each component can be monitored more accurately, which is closer to the actual changes in the coolant during fuel cell operation.

[0021] In some embodiments, the component under test further includes a deionizer. The stack cooling chamber simulator, hose section, water pump, deionizer, and thermostat are connected via pipelines to form a fourth circulation loop, which can further simulate the impact of installing the deionizer on the coolant conductivity, more closely approximating the actual changes in coolant during fuel cell operation; and / or,

[0022] The component under test also includes a water tank, which is connected to the radiator and the first hose, and can replenish coolant and vent air from the cooling system, thereby improving the accuracy of conductivity measurement; and / or,

[0023] The control components include at least one heating device and at least one flow regulating device.

[0024] The heating device can be used to control the temperature of the coolant at a set experimental temperature. A temperature sensor is used to detect the real-time temperature of the coolant in the circulation pipeline, and it can also detect whether the coolant, after being heated by the heating device, has reached the set temperature. If the coolant, after being heated by the heating device, has not reached the set temperature, the heating device continues to heat the coolant until the temperature reaches the set temperature. When the coolant, after being heated by the heating device, reaches the set temperature, the heating device stops heating the coolant. The interaction of the heating device, radiator, and thermostat can stabilize the coolant temperature within the set temperature range.

[0025] The flow regulating device can regulate the flow rate of the cooling liquid to a set flow rate, and can be a water valve and a water pump cooperating with each other to regulate the flow of the cooling liquid in different circulation loops. The flow sensor can be used to feed back the flow condition.

[0026] In some embodiments, the measurement assembly further comprises a plurality of resistance sensors respectively configured to measure the resistance value of the component to be measured. By arranging the plurality of resistance sensors respectively configured to measure the resistance value of the component to be measured, the change of the resistance value of the component to be measured can be measured, and thus the corrosion condition of each component can be monitored.

[0027] In some embodiments, the resistance sensor has an insulation resistance value range of 0-2000Ω.

[0028] In some embodiments, the conductivity sensor has a range of 0-50μS / cm, which can improve the measurement range and improve the measurement accuracy; and / or,

[0029] The conductivity sensor has a reading accuracy of less than or equal to 0.10μS / cm, which can improve the measurement range and improve the measurement accuracy.

[0030] In a second aspect, the present application provides a detection method for simulating the influencing factors of the conductivity change of a fuel cell cooling liquid, using the detection system for simulating the influencing factors of the conductivity change of the fuel cell cooling liquid according to the first aspect, comprising the following steps:

[0031] Injecting the cooling liquid into the stack cooling cavity simulator to obtain the initial conductivity σ0;

[0032] Circulating the cooling liquid in the first circulation loop, the second circulation loop and the third circulation loop;

[0033] Obtaining the conductivities σ1, σ2, σ3, σ4, σ5 and σ6 of the cooling liquid flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator, respectively, and recording the circulation time t of the cooling liquid;

[0034] Obtaining the conductivities σ1', σ2', σ3', σ4', σ5' and σ6' of the cooling liquid flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator, respectively, after the cooling liquid flows through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator;

[0035] Calculating the differences σ1'-σ1, σ2'-σ2, σ3'-σ3, σ4'-σ4, σ5'-σ5 and σ6'-σ6 of the conductivities of the cooling liquid flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator, respectively, before and after the cooling liquid flows through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator;

[0036] According to the values of σ1'-σ1, σ2'-σ2, σ3'-σ3, σ4'-σ4, σ5'-σ5 and σ6'-σ6 and the cooling liquid circulation time t, a curve of the conductivity difference of each component to be tested and the time t is drawn;

[0037] According to the curve of the conductivity difference of each component to be tested and the time t, the influence of each component to be tested on the conductivity change of the cooling liquid is determined.

[0038] The values of σ1'-σ1, σ2'-σ2, σ3'-σ3, σ4'-σ4, σ5'-σ5 and σ6'-σ6 and the cooling liquid circulation time t, a curve of the conductivity difference of each component to be tested and the time t is drawn, which can monitor the influence of the first hose, the heating device, the water pump, the intercooler, the thermostat and the radiator on the conductivity change of the cooling liquid, and determine the influence degree of each component on the conductivity change of the cooling liquid.

[0039] In some embodiments, the conductivity σ1, σ2, σ3, σ4, σ5 and σ6 of the cooling liquid flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator are respectively obtained, and the circulation time t of the cooling liquid is recorded, wherein:

[0040] When any one of σ1, σ2, σ3, σ4, σ5 and σ6 is greater than or equal to a first preset value, the circulation time T of the cooling liquid is recorded, which is the service life of the cooling liquid, wherein the first preset value is 10 μS / cm.

[0041] When any one of σ1, σ2, σ3, σ4, σ5 and σ6 is greater than or equal to 10 μS / cm, it can be judged that the conductivity of the cooling liquid is too high, which has a safety risk, and the running time at this time can be considered as the effective use time of the cooling liquid, that is, the service life of the cooling liquid.

[0042] In some embodiments, the detection method for simulating the influencing factors of the conductivity change of the fuel cell cooling liquid further comprises:

[0043] The resistance values R1, R2, R3, R4, R5 of the cooling liquid flowing through the stack cooling cavity simulator, the water pump, the intercooler, the thermostat and the radiator are respectively obtained, and the circulation time t of the cooling liquid is recorded;

[0044] According to the values of R1, R2, R3, R4, R5 and t, a curve of the resistance value and the time t is drawn;

[0045] According to the curve of the resistance value and the time t, the corrosion rate of the stack cooling cavity simulator, the water pump, the intercooler, the thermostat and the radiator is determined.

[0046] By the change relationship of R1, R2, R3, R4, R5 and t value, the corrosion rate of the stack cooling cavity simulator, water pump, intercooler, thermostat and radiator can be determined, and the influence of corrosion of each component on the conductivity of the coolant can be more accurately monitored.

[0047] In some embodiments, the coolant further comprises a corrosion accelerating agent, the corrosion accelerating agent comprising a cationic assistant and an anionic assistant, wherein:

[0048] The cationic assistant comprises at least one of H + , Al 3+ , Fe 3+ , Cu 2+ , Cr 3+ , Mn 2+ ; and / or,

[0049] The anionic assistant comprises at least one of CH3COO - , SiO3 2－ , HCOO - , Cl - , SO4 2- .

[0050] The use of the corrosion accelerating agent can accelerate the progress of monitoring, accelerate the corrosion process, and more quickly determine the corrosion rate of each component and its influence on the conductivity of the coolant. BRIEF DESCRIPTION OF DRAWINGS

[0051] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0052] Figure 1 It is a schematic diagram of the detection system for simulating the influence factors of the change of the coolant conductivity of the fuel cell of the first embodiment of the present application.

[0053] Figure 2 It is a schematic diagram of the detection system for simulating the influence factors of the change of the coolant conductivity of the fuel cell of the second embodiment of the present application.

[0054] Figure 3 It is a schematic diagram of the detection system for simulating the influence factors of the change of the coolant conductivity of the fuel cell of the third embodiment of the present application.

[0055] Figure 4 It is a schematic diagram of the detection system for simulating the influence factors of the change of the coolant conductivity of the fuel cell of the fourth embodiment of the present application.

[0056] Brief Description of Drawings

[0057] 100 detection system for simulating the influence factors of fuel cell coolant conductivity; 1 component to be tested; 11 stack cooling cavity simulator; 12 hose part; 13 water pump; 14 intercooler; 15 thermostat; 16 radiator; 161 fan; 17 deionizer; 18 water tank; 19 pipeline; 2 measurement component; 21 conductivity sensor; 22 resistance sensor; 23 flow sensor; 24 temperature sensor; 3 control component; 31 heating device; 32 flow adjusting device. DETAILED DESCRIPTION

[0058] In order to make the purpose, technical scheme and advantages of the present application clearer, the technical scheme of the present application will be described clearly and completely below in combination with the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor fall within the scope of protection of the present application.

[0059] With the maturity of fuel cell related technologies and the policy promotion of domestic demonstration applications, related vehicles have been demonstrated in specific scenarios. As a kind of electric vehicle, fuel cell vehicles usually have high working voltage to adapt to the power platform. In order to ensure the safety of passengers and vehicles, it is necessary to ensure the normal work of high and low voltage electrical systems and to ensure the insulation level to ensure the safety of personnel.

[0060] In order to ensure the safety of vehicles and personnel, insulation restrictions will be set at the vehicle and fuel cell engine level. When the actual insulation value is lower than the limit value, the fuel cell engine startup will be restricted. Therefore, in the actual vehicle situation, insulation decline will cause the vehicle to lose power source, and in the case of safety control failure, it may even cause electric shock and short circuit safety accidents.

[0061] The increase of fuel cell coolant conductivity is the main reason for the decrease of fuel cell insulation resistance. Therefore, detecting the conductivity of fuel cell coolant is crucial to improve the insulation performance of fuel cell. However, the existing detection method is not accurate enough and cannot reflect the influence of each component on the actual conductivity change of the coolant.

[0062] The main reason for the substandard insulation of fuel cell engine and whole vehicle is the increase of coolant conductivity in fuel cell cooling system. The influencing factors of conductivity change are numerous, mainly from the change of coolant composition.

[0063] A large number of metal components are used in fuel cell systems, such as stack bipolar plates, cooling pipelines, radiators, intercoolers, pipe joints and welding places of related metal components. In the long-term high temperature environment (50-80℃), slow corrosion occurs, continuously releasing Al3+ Fe 3+ Cu 2+ SiO3 2- and so on, among which the inter-cooler and the radiator are more likely to release ions, especially at the core welding joint of the inter-cooler and the radiator. If the bipolar plate is made of stainless steel, Cr 3+ and so on will also be produced, thereby increasing the conductivity of the coolant.

[0064] The main component of the anti-freezing solution is ethylene glycol / deionized water solution, which is not conductive itself, but will be converted into organic acids, including glycolic acid, glyoxylic acid and formic acid and other by-products, after long-term exposure to air and at a certain temperature, resulting in an increase in the conductivity of the coolant and a corrosive effect on the fuel cell components.

[0065] A large number of organic material hoses are used in the connection of the cooling system, and the organic matter will seep out in a high-temperature environment and be oxidized into acidic substances to cause metal corrosion.

[0066] Detecting the conductivity of the fuel cell coolant is crucial to improving the insulation performance of the fuel cell, and it is important to understand the influence degree of various influencing factors, especially the corrosion of components, on the conductivity change. However, the fuel cell cooling system involves a large number of components, materials including metals and non-metals, and complex cooling medium composition, so it is difficult to analyze the influence of various factors on the conductivity by using simple conductivity measurement, and it is also difficult to simulate the corrosion of components by traditional salt spray test. Therefore, there is an urgent need for a detection system that can truly simulate the working environment of the fuel cell cooling system, quantitatively analyze and compare various factors affecting the conductivity change of the fuel cell coolant, and record the conductivity change of the fuel cell coolant caused by each influencing factor.

[0067] In view of this, as shown in Figure 1 the embodiment of the present application provides a detection system 100 and a detection method for simulating the influencing factors of the conductivity change of the fuel cell coolant, to solve the problem that the detection method in the related art is not accurate enough and cannot reflect the real conductivity change of the vehicle.

[0068] In a first aspect, the present application provides a detection system 100 for simulating the influencing factors of the conductivity change of the fuel cell coolant, comprising: a to-be-measured component 1, a measurement component 2 and a control component 3, wherein the to-be-measured component 1 comprises a stack cooling cavity simulator 11, a hose part 12, a water pump 13, an inter-cooler 14, a thermostat 15 and a radiator 16; the measurement component 2 comprises a plurality of conductivity sensors 21 respectively used for measuring the conductivity of the coolant flowing through the to-be-measured component 1; the control component 3 is used for controlling the temperature and flow rate of the coolant; and the to-be-measured component 1 is connected through a pipeline 19 to form a circulation loop.

[0069] The application connects the stack cooling cavity simulator 11, the hose part 12, the water pump 13, the intercooler 14, the thermostat 15 and the radiator 16 through the pipeline 19 to form a circulation loop, and a plurality of conductivity sensors 21 are used to measure the conductivity of the cooling liquid flowing through the to-be-tested assembly 1, so that the influence of each component on the conductivity of the cooling liquid can be truly reflected, and the accuracy of the conductivity measurement is improved. Through the setting of the circulation loop, the change of the conductivity of the cooling liquid after multiple circulations can be measured, and the measurement accuracy is further improved.

[0070] It should be noted that the to-be-tested assembly 1 can form a large series circulation loop or a plurality of parallel circulation loops, and the setting mode of the circulation loop is not limited in some embodiments of the application.

[0071] It should be noted that the measurement assembly 2 can be integrated in the circulation loop or integrated in the to-be-tested assembly 1, as long as it can be used to measure the conductivity of the cooling liquid flowing through the to-be-tested assembly 1.

[0072] It should be noted that the position of the control assembly 3 in the detection system is not limited, as long as the temperature and flow of the cooling liquid can be regulated.

[0073] It should be noted that the water pump 13 is used as the to-be-tested assembly 1 and also has the function of adjusting the flow of the cooling liquid, and the flow sensor 23 can be used to measure whether the flow rate of the cooling liquid passing through the water pump 13 meets the detection requirements, and the opening of the water pump 13 is adjusted according to the data displayed by the flow sensor 23.

[0074] It should be noted that the hose part 12 is usually made of organic material and is used to simulate the influence of the exudation of organic matter in a high-temperature environment, oxidation into acidic substances and metal corrosion on the conductivity of the cooling liquid. The initial conductivity of the cooling liquid is between 0 and 10 μS / cm.

[0075] It should be noted that the radiator 16 is usually provided with a fan 161 to accelerate heat dissipation.

[0076] In combination with the first aspect, in an embodiment of the application, the stack cooling cavity simulator 11, the hose part 12 and the water pump 13 are connected through the pipeline 19 to form a first circulation loop;

[0077] The stack cooling cavity simulator 11, the hose part 12 and the water pump 13 are connected through the pipeline 19 to form a second circulation loop;

[0078] The stack cooling cavity simulator 11, the hose part 12 and the water pump 13 are connected through the pipeline 19 to form a third circulation loop.

[0079] When the temperature of the coolant does not reach the set temperature, that is, the coolant does not need to be cooled, the third circulation loop can be controlled by the electromagnetic valve, the third circulation loop does not circulate, the coolant flows through the pipe 19 from the outlet of the stack cooling cavity simulator 11, flows through the hose, the water pump 13, the intercooler 14, and flows back to the inlet of the stack cooling cavity simulator 11 to form the first circulation loop. A first part of the coolant is branched from the water pump 13, flows through the thermostat 15, and flows back to the inlet of the stack cooling cavity simulator 11 to form the second circulation loop. When the temperature of the coolant reaches the set temperature, that is, the coolant needs to be cooled, the third circulation loop is controlled by the electromagnetic valve, the third circulation loop circulates, and on the basis of the first circulation loop and the second circulation loop, a second part of the coolant is branched from the water pump 13, flows through the radiator 16 and the thermostat 15, and flows back to the inlet of the stack cooling cavity simulator 11 to form the third circulation loop. Through the three circulation loops, the real working condition of the coolant during the use of the fuel cell can be more accurately simulated, for example, when the temperature of the coolant is too high, the coolant is cooled, when the temperature of the coolant does not reach the preset value, the radiator 16 does not operate, the change of the electrical conductivity of the coolant after flowing through each component is more accurately monitored, and the real change state of the coolant during the operation of the fuel cell is closer.

[0080] In combination with the first aspect, in an embodiment of the present application, as shown in Figure 2 The to-be-tested assembly 1 further includes a deionizer 17, and the stack cooling cavity simulator 11, the hose part 12, the water pump 13, the deionizer 17, and the thermostat 15 are connected through the pipe 19 to form a fourth circulation loop, which can further simulate the influence of the deionizer 17 on the electrical conductivity of the coolant, and is closer to the real change state of the coolant during the operation of the fuel cell.

[0081] In combination with the first aspect, in an embodiment of the present application, as shown in Figure 3 The to-be-tested assembly 1 further includes a water supplement tank 18, and the water supplement tank 18 is communicated with the radiator 16 and the hose part 12, which can supplement the coolant and exhaust for the cooling system, and improve the accuracy of the electrical conductivity measurement.

[0082] In combination with the first aspect, in an embodiment of the present application, the control assembly 3 comprises at least one heating device 31 and at least one flow regulating device 32. The heating device 31 can be used to control the temperature of the cooling liquid to be at a set experimental temperature, and a temperature sensor 24 can be used to detect the real-time temperature of the cooling liquid in the circulating pipeline, and also to detect whether the cooling liquid heated by the heating device 31 reaches the set temperature. When the cooling liquid heated by the heating device 31 does not reach the set temperature, the heating device 31 continues to heat the cooling liquid until the temperature of the cooling liquid reaches the set temperature. When the cooling liquid heated by the heating device 31 reaches the set temperature, the heating device 31 stops heating the cooling liquid. The heating device 31, the radiator 16 and the thermostat 15 interact to stabilize the temperature of the cooling liquid within a set temperature range. The flow regulating device 32 can adjust the flow rate of the cooling liquid to a set flow rate, which can be a water valve and a water pump 13 cooperating with each other to adjust the flow of the cooling liquid in different circulating loops.

[0083] In combination with the first aspect, in an embodiment of the present application, as shown in Figures 2 to 4 In combination with the first aspect, in an embodiment of the present application, the measurement assembly 2 further comprises a plurality of resistance sensors 22, respectively used to measure the resistance value of the to-be-measured assembly 1. By arranging the resistance sensors 22 in the plurality of resistance sensors 22, respectively used to measure the resistance value of the to-be-measured assembly 1, the change of the resistance value of the to-be-measured assembly 1 can be measured, and thus the corrosion condition and corrosion rate of each component can be monitored. It should be noted that the resistance sensor 22 is usually used to measure the change of the resistance value of the to-be-measured assembly 1 made of metal material.

[0084] In combination with the first aspect, in an embodiment of the present application, the insulation resistance value range of the resistance sensor 22 is 0-2000Ω.

[0085] In combination with the first aspect, in an embodiment of the present application, the range of the conductivity sensor 21 is 0-50μS / cm, which can improve the measurement range and improve the measurement accuracy.

[0086] In combination with the first aspect, in an embodiment of the present application, the reading accuracy of the conductivity sensor 21 is less than or equal to 0.10μS / cm, which can improve the measurement range and improve the measurement accuracy.

[0087] Secondly, the present application proposes a detection method for simulating the influencing factors of the change of the conductivity of the cooling liquid of the fuel cell, which uses the detection system 100 for simulating the influencing factors of the change of the conductivity of the cooling liquid of the fuel cell according to the first aspect, and comprises the following steps:

[0088] Injecting the cooling liquid into the stack cooling cavity simulator 11 to obtain the initial conductivity σ0;

[0089] circulating the coolant in the first circulation loop, the second circulation loop and the third circulation loop;

[0090] respectively obtaining the conductivities σ1, σ2, σ3, σ4, σ5 and σ6 of the coolant flowing through the stack cooling cavity simulator 11, the hose section 12, the water pump 13, the intercooler 14, the thermostat 15 and the radiator 16 respectively, and recording the circulation time t of the coolant;

[0091] respectively obtaining the conductivities σ1', σ2', σ3', σ4', σ5' and σ6' of the coolant flowing through the stack cooling cavity simulator 11, the hose section 12, the water pump 13, the intercooler 14, the thermostat 15 and the radiator 16 respectively;

[0092] respectively calculating the differences σ1'-σ1, σ2'-σ2, σ3'-σ3, σ4'-σ4, σ5'-σ5 and σ6'-σ6 of the conductivities of the coolant flowing through the stack cooling cavity simulator 11, the hose section 12, the water pump 13, the intercooler 14, the thermostat 15 and the radiator 16 respectively;

[0093] According to the values of σ1'-σ1, σ2'-σ2, σ3'-σ3, σ4'-σ4, σ5'-σ5 and σ6'-σ6 and the circulation time t of the coolant, a curve of the conductivity difference of each component 1 and the time t is drawn;

[0094] According to the curve of the conductivity difference of each component 1 and the time t, the influence of each component 1 on the conductivity change of the coolant is determined.

[0095] The values of σ1'-σ1, σ2'-σ2, σ3'-σ3, σ4'-σ4, σ5'-σ5 and σ6'-σ6 and the circulation time t of the coolant, the curve of the conductivity difference of each component 1 and the time t can monitor the influence of the stack cooling cavity simulator 11, the hose section 12, the water pump 13, the intercooler 14, the thermostat 15 and the radiator 16 on the conductivity change of the coolant, determine the influence degree of each component on the conductivity change of the coolant, and quantitatively analyze the influencing factors of each influencing factor of the fuel cell coolant.

[0096] In combination with the second aspect, in an embodiment of the present application, the conductivities σ1, σ2, σ3, σ4, σ5 and σ6 of the coolant flowing through the stack cooling cavity simulator 11, the hose section 12, the water pump 13, the intercooler 14, the thermostat 15 and the radiator 16 respectively are obtained, and the circulation time t of the coolant is recorded.

[0097] When any one of σ1, σ2, σ3, σ4, σ5 and σ6 is greater than or equal to the first preset value, the circulation time T of the coolant is recorded, which is the service life of the coolant, and the first preset value is 10 μS / cm.

[0098] If any one of σ1, σ2, σ3, σ4, σ5 and σ6 is greater than or equal to 10 μS / cm, it can be determined that the coolant conductivity is too high, which is a safety risk. At this time, the running time can be considered as the effective use time of the coolant, that is, the service life of the coolant.

[0099] In combination with the second aspect, in an embodiment of the present application, the detection method for simulating the influence factors of the change of the fuel cell coolant conductivity further comprises:

[0100] The resistance values R1, R2, R3, R4, R5 of the stack cooling cavity simulator 11, the water pump 13, the intercooler 14, the thermostat 15 and the radiator 16 and the coolant circulation time t are obtained respectively;

[0101] According to the values of R1, R2, R3, R4, R5 and t, a curve of the resistance value and the time t is drawn;

[0102] According to the curve of the resistance value and the time t, the corrosion rates of the stack cooling cavity simulator 11, the water pump 13, the intercooler 14, the thermostat 15 and the radiator 16 are determined.

[0103] Through the change relationship of R1, R2, R3, R4, R5 and t, the corrosion rates of the stack cooling cavity simulator 11, the water pump 13, the intercooler 14, the thermostat 15 and the radiator 16 can be determined, and the influence of the corrosion of each component on the coolant conductivity can be more accurately monitored.

[0104] In combination with the second aspect, in an embodiment of the present application, the coolant further comprises a corrosion accelerating agent, and the corrosion accelerating agent comprises a cationic additive and an anionic additive, wherein the cationic additive comprises at least one of H + , Al 3+ , Fe 3+ , Cu 2+ , Cr 3+ , Mn 2+ The use of the corrosion accelerating agent can accelerate the progress of the monitoring, accelerate the corrosion process, and more quickly determine the corrosion rates of the components and their influences on the coolant conductivity.

[0105] In combination with the second aspect, in an embodiment of the present application, the coolant further comprises a corrosion accelerating agent, and the corrosion accelerating agent comprises a cationic additive and an anionic additive, and the anionic additive comprises CH3COO - , SiO3 2－ , HCOO - , Cl - , SO4 2-at least one of the above. The use of corrosion accelerating agents can speed up the progress of monitoring, accelerate the process of corrosion, and more quickly determine the corrosion rate of each component and its impact on the coolant conductivity.

[0106] The technical solutions provided by the present application will be described in detail below with reference to the embodiments. Figure 4 The detection system for simulating the factors affecting the change of fuel cell coolant conductivity is taken as an example for description.

[0107] Embodiment 1

[0108] The embodiment 1 of the present application provides a detection method for simulating the factors affecting the change of fuel cell coolant conductivity, which is used to detect the change of coolant conductivity caused by corrosion of each component of the fuel cell in the working environment, and comprises the following steps:

[0109] Inject ethylene glycol coolant into the stack cooling cavity simulator, and record the initial conductivity σ0;

[0110] According to the actual working temperature 72℃ and flow rate 86L / min of the fuel cell system, set in the control system, close the electromagnetic valve, i.e. do not use the deionizer, the fourth circulating loop does not circulate, and start running the entire system;

[0111] Record the conductivities σ1, σ2, σ3, σ4, σ5 and σ6 of the coolant flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator before the heat sink, and record the circulation time t of the coolant;

[0112] Record the conductivities σ1', σ2', σ3', σ4', σ5' and σ6' of the coolant flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator after the heat sink;

[0113] Calculate the differences σ1'-σ1, σ2'-σ2, σ3'-σ3, σ4'-σ4, σ5'-σ5 and σ6'-σ6 of the conductivities of the coolant before and after flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator, respectively;

[0114] According to the values of σ1'-σ1, σ2'-σ2, σ3'-σ3, σ4'-σ4, σ5'-σ5 and σ6'-σ6 and the circulation time t of the coolant, draw the curves of the conductivity difference of each component to be tested versus time t;

[0115] Determine the impact of each component to be tested on the change of coolant conductivity according to the curves of the conductivity difference of each component to be tested versus time t;

[0116] Record the resistance values R1, R2, R3, R4, R5 of the stack cooling cavity simulator, the water pump, the intercooler, the thermostat and the radiator, and the circulation time t of the coolant;

[0117] According to the values of R1, R2, R3, R4, R5 and t, a curve of resistance value versus time t is drawn;

[0118] According to the curve of resistance value versus time t, the corrosion rates of the stack cooling cavity simulator, water pump, intercooler, thermostat and radiator are determined;

[0119] When any one of σ1, σ2, σ3, σ4, σ5 and σ6 is greater than or equal to 10 μS / cm, the test is stopped, the running time T is recorded, and the service life T of the coolant can be obtained, which is 1064 h.

[0120] Example 2

[0121] The example 2 of the present application provides a detection method for simulating the influencing factors of the conductivity change of a fuel cell coolant, which is used to detect the corrosion resistance of each component when an electrolyte is added to accelerate corrosion, and comprises the following steps:

[0122] First, an accelerated corrosion coolant is configured, and an ethylene glycol coolant containing Fe 3+ and Cl - ions is detected, and the conductivity of the accelerated corrosion coolant is σ0.

[0123] The cooling system is filled with the configured coolant, and according to the actual working temperature 72℃ and flow rate 86L / min of the fuel cell system, the control system is set, the electromagnetic valve is closed, the fourth circulating loop is not circulated, and the whole system is started to run;

[0124] The conductivities σ1, σ2, σ3, σ4, σ5 and σ6 of the coolant flowing through the stack cooling cavity simulator, hose part, water pump, intercooler, thermostat and radiator before the coolant are recorded, and the circulating time t of the coolant is recorded;

[0125] The conductivities σ1', σ2', σ3', σ4', σ5' and σ6' of the coolant flowing through the stack cooling cavity simulator, hose part, water pump, intercooler, thermostat and radiator after the coolant are recorded;

[0126] The differences σ1'-σ1, σ2'-σ2, σ3'-σ3, σ4'-σ4, σ5'-σ5 and σ6'-σ6 of the conductivities of the coolant flowing through the stack cooling cavity simulator, hose part, water pump, intercooler, thermostat and radiator before and after the coolant are calculated respectively;

[0127] According to the values of σ1'-σ1, σ2'-σ2, σ3'-σ3, σ4'-σ4, σ5'-σ5 and σ6'-σ6 and the circulating time t of the coolant, a curve of the conductivity difference of each component to be tested versus time t is drawn;

[0128] According to the conductivity difference of each component and the time t, the influence of each component on the conductivity change of the coolant is determined.

[0129] The resistance values R1, R2, R3, R4, R5 of the stack cooling cavity simulator, water pump, intercooler, thermostat and radiator and the coolant circulation time t are recorded.

[0130] According to the resistance values R1, R2, R3, R4, R5 and the time t, a curve of resistance value and time t is drawn.

[0131] According to the curve of resistance value and time t, the corrosion rate of the stack cooling cavity simulator, water pump, intercooler, thermostat and radiator is determined.

[0132] When any one of σ1, σ2, σ3, σ4, σ5 and σ6 is greater than or equal to 10 μS / cm, the test is stopped and the running time T is recorded, and the service life T of the coolant can be obtained, which is 792 h.

[0133] Since the electrolyte is artificially added to the coolant, the test period is greatly shortened, and the test efficiency is improved.

[0134] Embodiment 3

[0135] The embodiment 3 of the present application provides a detection method for simulating the influencing factors of the conductivity change of the fuel cell coolant, which is used for detecting the deionization device selection and the service life acceleration test of the deionization device, and comprises the following steps:

[0136] The coolant glycol is added to the cooling system, and the conductivity of the coolant is detected and recorded as σ0;

[0137] According to the actual working temperature 72℃ and the flow rate 86L / min of the fuel cell system, the control system is set, the electromagnetic valve is opened, the deionization device is started, the fourth circulation loop is circulated, and the whole system starts to run;

[0138] The conductivities σ1, σ2, σ3, σ4, σ5, σ6 and σ7 of the coolant flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator, and the deionization device are recorded, and the circulation time t of the coolant is recorded;

[0139] According to the average value σA of σ1, σ2, σ3, σ4, σ5, σ6 and σ7 and the circulation time t of the coolant, a curve of the average conductivity value and the time t is drawn, and the influence of the deionization device on the conductivity of the coolant can be obtained.

[0140] When any one of σ1, σ2, σ3, σ4, σ5, σ6 and σ7 is greater than or equal to 10 μS / cm, the test is stopped and the running time T1 is recorded, and the service life T1 of the coolant after using the deionization device can be obtained.

[0141] Under the same conditions, close the electromagnetic valve, do not open the deionizer, when any one of σ1, σ2, σ3, σ4, σ5, σ6, σ7 is greater than or equal to 10 μS / cm, stop the test, record the running time T0, and the service life of the coolant without using the deionizer T0 can be obtained;

[0142] Calculate ΔT = T1-T0, which is the improvement of the service life of the coolant using the deionizer.

[0143] Different types of deionizers can be used for experiments, and by comparing the curves of ΔT = T2-T1 and σA with time for different types of deionizers, the deionizers of different types can be selected. The larger the ΔT is, the better the performance of the deionizer is, and the smaller and more stable the change of σA with time is, the better the performance of the deionizer is.

[0144] Example 4

[0145] The detection method for simulating the influencing factors of the change of the conductivity of the coolant of the fuel cell is provided in Example 4 of the present application, which is used to realize the comparison and selection of components and the comparison and selection of coolants, and includes the following steps:

[0146] The coolant glycol is filled into the cooling system, and the conductivity of the coolant is detected and recorded as σ0;

[0147] According to the actual working temperature 72℃ and the flow rate 86L / min of the fuel cell system, the control system is set, the electromagnetic valve is closed, i.e. the deionizer is not used, the fourth circulation loop is not circulated, and the whole system is started to run;

[0148] The conductivities σ1, σ2, σ3, σ4, σ5 and σ6 of the coolant flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator before the coolant are recorded, and the circulation time t of the coolant is recorded;

[0149] The conductivities σ1', σ2', σ3', σ4', σ5' and σ6' of the coolant flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator after the coolant are recorded;

[0150] The differences σ1'-σ1, σ2'-σ2, σ3'-σ3, σ4'-σ4, σ5'-σ5 and σ6'-σ6 in the conductivities of the coolant before and after flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator are calculated respectively;

[0151] According to the values of σ1'-σ1, σ2'-σ2, σ3'-σ3, σ4'-σ4, σ5'-σ5 and σ6'-σ6 and the circulation time t of the coolant, the curves of the conductivity difference of each component to be tested and the time t are drawn.

[0152] According to the conductivity difference of each component and the time t, the influence of each component on the conductivity change of the coolant is determined;

[0153] The resistance values R1, R2, R3, R4, R5 of the stack cooling cavity simulator, water pump, intercooler, thermostat and radiator and the coolant circulation time t are recorded;

[0154] According to the values of R1, R2, R3, R4, R5 and t, the curve of resistance value and time t is drawn;

[0155] According to the curve of resistance value and time t, the corrosion rate of the stack cooling cavity simulator, water pump, intercooler, thermostat and radiator is determined;

[0156] When any one of σ1, σ2, σ3, σ4, σ5 and σ6 is greater than or equal to 10 μS / cm, the test is stopped, the running time T0 is recorded, and the service life T0 of the coolant can be obtained;

[0157] According to the average value σA1 of σ1, σ2, σ3, σ4, σ5 and σ6 and the coolant circulation time t, the curve of average conductivity σA and time t is drawn;

[0158] According to the need to replace the model of any one of the stack cooling cavity simulator, the first hose, the water pump, the intercooler, the thermostat, the radiator, or to replace the formula of the coolant, the conductivity σ11, σ22, σ33, σ44, σ55 and σ66 of the coolant flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator before is recorded again, and the circulation time t of the coolant is recorded;

[0159] The conductivity σ11', σ22', σ33', σ44', σ55' and σ66' of the coolant flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator after is recorded;

[0160] The conductivity difference σ11'-σ11, σ22'-σ22, σ33'-σ33, σ44'-σ44, σ55'-σ55 and σ66'-σ66 of the coolant before and after flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator is calculated respectively;

[0161] According to the values of σ11'-σ11, σ22'-σ22, σ33'-σ33, σ44'-σ44, σ55'-σ55 and σ66'-σ66 and the coolant circulation time t, the curve of conductivity difference of each component and time t is drawn;

[0162] According to the conductivity difference of each component and the time t, the influence of each component on the conductivity change of the coolant is determined;

[0163] When any one of σ11, σ22, σ33, σ44, σ55 and σ66 is greater than or equal to 10 μS / cm, the test is stopped and the running time T1 is recorded;

[0164] The ΔT = T1-T0 is calculated, which is the improvement of the coolant life by replacing the component or the coolant. The greater the ΔT is, the better the performance of the corresponding component or the coolant is;

[0165] The smaller and more stable the conductivity difference at different positions is, the better the performance of the corresponding component or the coolant is. The smaller and more stable the resistance value is, the better the performance of the corresponding component is;

[0166] According to the average value σA2 of σ11, σ22, σ33, σ44, σ55 and σ66 and the coolant circulation time t, the conductivity average value σA2 and the time t are plotted;

[0167] The smaller and more stable the change of σA1 and σA2 is, the better the performance of the corresponding coolant is.

[0168] Example 5

[0169] The embodiment 5 of the present application provides a detection method for simulating the influencing factors of the conductivity change of the fuel cell coolant, so as to realize the selection of the coolant flow and temperature, which comprises the following steps:

[0170] The coolant ethylene glycol is filled in the cooling system, and the conductivity of the coolant is detected and recorded as σ0;

[0171] The flow sensor and the water pump are used to control the different coolant flow;

[0172] The heating device, the radiator, the thermostat, the first temperature sensor and the second temperature sensor are used to control the temperature of the coolant;

[0173] The electromagnetic valve is closed, that is, the deionizer is not used, the fourth circulation loop is not circulated, and the whole system starts to run;

[0174] The conductivities σ1, σ2, σ3, σ4, σ5 and σ6 of the coolant flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator are recorded respectively under different temperatures and different flows, and the circulation time t of the coolant is recorded;

[0175] When any one of σ1, σ2, σ3, σ4, σ5 and σ6 is greater than or equal to 10 μS / cm, the test is stopped, the running time T at this time is recorded, and the service life T of the coolant under different flow rates and different temperatures can be obtained, and the greater the T is, the more optimal the flow rate and temperature of the coolant under the condition are;

[0176] According to the average value σA of σ1, σ2, σ3, σ4, σ5 and σ6 and the coolant circulation time t, a curve of the average value of the conductivity of the coolant and the time t under different flow rates and different temperatures is drawn, and the smaller and more stable the change of σA with time is, the more optimal the flow rate and temperature of the coolant under the condition are.

[0177] As can be seen, by connecting the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator through pipelines to form a circulation loop, and by using multiple conductivity sensors to measure the conductivity of the coolant flowing through the components to be measured, the influence of each component on the conductivity of the coolant can be truly reflected, and the accuracy of the conductivity measurement is improved. By the setting of the circulation loop, the change of the conductivity of the coolant after multiple circulations can be measured, and the measurement accuracy is further improved.

[0178] The application provides a detection system for quantitatively analyzing the influence factors of the change of the conductivity of the coolant of a fuel cell, and can simultaneously monitor the values of various factors influencing the change of the conductivity, and establish a relationship between the change values of various factors such as flow rate, temperature, corrosion rate of metal components (resistance value of metal components) and the change value of the conductivity of the coolant of the fuel cell; the change value of the conductivity of the coolant caused by corrosion of each component can be monitored online, the corrosion rate of each component can be quantitatively measured, and the influence of each component on the change of the conductivity of the coolant can be measured.

[0179] In the description of the present application, it should be noted that the positions or position relationships indicated by the terms "upper", "lower" and the like are based on the positions or position relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular position, be constructed and operated in a particular position, and therefore cannot be understood as a limitation on the present application. Unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral connection; it can be mechanical connection, or electrical connection; it can be direct connection, or indirect connection through an intermediate medium, or internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0180] It should be noted that, in the present application, the relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another, without necessarily requiring or implying any actual relationship or order between such entities or actions. Moreover, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0181] The foregoing is considered as illustrative only of the principles of the application. Numerous modifications and changes will readily occur to those skilled in the art, and the generic principles defined herein can be applied to other embodiments without departing from the spirit or scope of the application. Therefore, the application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method of detecting factors affecting changes in conductivity of a fuel cell coolant, characterized by, The application discloses a detection system for simulating factors influencing conductivity change of fuel cell coolant, The detection system comprises: a component to be tested, which comprises a stack cooling cavity simulator, a hose section, a water pump, an intercooler, a thermostat and a radiator; a measuring component, which comprises a plurality of conductivity sensors for measuring conductivity of coolant flowing through the component to be tested; and a control component for controlling temperature and flow rate of the coolant; wherein the component to be tested is connected by pipelines to form a circulation loop; the stack cooling cavity simulator, the hose section, the water pump and the intercooler are connected by pipelines to form a first circulation loop; the stack cooling cavity simulator, the hose section, the water pump and the thermostat are connected by pipelines to form a second circulation loop; the stack cooling cavity simulator, the hose section, the water pump and the radiator are connected by pipelines to form a third circulation loop; the detection method comprises the following steps: injecting coolant into the stack cooling cavity simulator to obtain initial conductivity σ0; circulating the coolant in the first circulation loop, the second circulation loop and the third circulation loop; respectively obtaining conductivity σ1, σ2, σ3, σ4, σ5 and σ6 of the coolant before flowing through the stack cooling cavity simulator, the hose section, the water pump, the intercooler, the thermostat and the radiator, and recording circulation time t of the coolant; respectively obtaining conductivity σ1', σ2', σ3', σ4', σ5' and σ6' of the coolant after flowing through the stack cooling cavity simulator, the hose section, the water pump, the intercooler, the thermostat and the radiator; respectively calculating conductivity difference σ1'-σ1, σ2'-σ2, σ3'-σ3, σ4'-σ4, σ5'-σ5 and σ6'-σ6 of the coolant before and after flowing through the stack cooling cavity simulator, the hose section, the water pump, the intercooler, the thermostat and the radiator; drawing conductivity difference-time t curves of each component to be tested according to values of σ1'-σ1, σ2'-σ2, σ3'-σ3, σ4'-σ4, σ5'-σ5 and σ6'-σ6 and circulation time t of the coolant; and determining influences of each component to be tested on conductivity change of the coolant according to the conductivity difference-time t curves of each component to be tested.

2. The detection method according to claim 1, wherein: the component to be tested further comprises a deionizer, the stack cooling cavity simulator, the hose section, the water pump, the deionizer and the thermostat are connected by pipelines to form a fourth circulation loop; and / or the component to be tested further comprises a water supply tank, the water supply tank is connected to the radiator and the hose section; and / or the control component comprises at least one heating device and at least one flow rate adjusting device.

3. The method for detecting factors affecting the conductivity change of simulated fuel cell coolant as described in claim 1, characterized in that, The measuring component further comprises a plurality of resistance sensors for measuring resistance values of the component to be tested.

4. The method of claim 3, wherein the fuel cell coolant conductivity variation factor is determined by the steps of: determining a first conductivity value of the fuel cell coolant; determining a second conductivity value of the fuel cell coolant; and determining the fuel cell coolant conductivity variation factor based on the first conductivity value and the second conductivity value. The insulation resistance range of the resistance sensors is 0-2000Ω.

5. The detection method according to claim 1, wherein: the conductivity sensors have a range of 0-50μS / cm; and / or the conductivity sensors have a reading accuracy of less than or equal to 0.10μS / cm.

6. The method of claim 1, wherein the method is a method of simulating a change in the conductivity of a fuel cell coolant to detect an influence factor, and The conductivity σ1, σ2, σ3, σ4, σ5 and σ6 of the cooling liquid flowing through the stack cooling cavity simulator, the hose part, the water pump, the intercooler, the thermostat and the radiator respectively are obtained, and the circulation time t of the cooling liquid is recorded. When any one of σ1, σ2, σ3, σ4, σ5 and σ6 is greater than or equal to the first preset value, the circulation time T of the cooling liquid is recorded, which is the service life of the cooling liquid, wherein the first preset value is 10 μS / cm.

7. The method of claim 1, wherein the method is a method of simulating a change in the conductivity of a fuel cell coolant to determine an effect of the change on a fuel cell system. Further comprising: The resistance values R1, R2, R3, R4, R5 of the cooling liquid flowing through the stack cooling cavity simulator, the water pump, the intercooler, the thermostat and the radiator respectively and the circulation time t of the cooling liquid are obtained; According to the values of R1, R2, R3, R4, R5 and t, a curve of the resistance value and the time t is drawn; According to the curve of the resistance value and the time t, the corrosion rate of the stack cooling cavity simulator, the water pump, the intercooler, the thermostat and the radiator is determined.

8. The method of claim 1, wherein the method is a method of simulating a change in the conductivity of a fuel cell coolant to determine an effect of the change on a fuel cell system. The cooling liquid further comprises a corrosion accelerating agent, and the corrosion accelerating agent comprises a cationic additive and an anionic additive, wherein: The cationic additive comprises a cationic surfactant and a cationic polymer, and the anionic additive comprises an anionic surfactant and an anionic polymer. The cationic co-agents include H + , Al 3+ , Fe 3+ , Cu 2+ , Cr 3+ , Mn 2+ , and / or, The anion adjuvant includes at least one of CH3COO - , SiO3 2－ , HCOO - , Cl - , SO4 2- .

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