Conductivity adjustment method, device and vehicle

Abstract

The present application relates to a conductivity adjustment method, device, and vehicle, and relates to the field of battery technology. The method addresses at least the technical problem of reducing resource consumption in the process of lowering the conductivity of a coolant. The method includes: obtaining the operating status of a fuel cell and a conductivity parameter of the coolant, where the conductivity parameter is used to reflect changes in the coolant's conductivity; determining a target wake-up time based on the operating status of the fuel cell and the conductivity parameter; obtaining a first current conductivity of the coolant at the target wake-up time; and adjusting the flow rate of the coolant through a deionizer based on the first current conductivity, where the deionizer is used to adjust the coolant's conductivity. This reduces resource consumption.

Description

Technical Field

[0001] The present application relates to the field of battery technology, and in particular to a conductivity adjustment method, device, and vehicle. Background Art

[0002] When the battery comes into contact with the coolant, ions from the battery's hardware materials will be released into the coolant. The increase in ions in the coolant will increase the coolant's conductivity, creating a safety risk.

[0003] One prior art provides a method for determining deionizer failure. This method uses a deionizer to remove ionic impurities from the coolant when the vehicle's insulation resistance exceeds a certain threshold. Another prior art provides a method for preparing antifreeze coolant. This method combines high-purity water, ethylene glycol, and a composite additive to produce a coolant with low conductivity.

[0004] Although the above methods can all reduce the conductivity of the coolant, they may cause unnecessary resource consumption. Therefore, how to reduce resource consumption in the process of reducing the conductivity of the coolant has become an urgent problem to be solved. Summary of the Invention

[0005] The present application provides a conductivity adjustment method, device, and vehicle to at least solve the technical problem in the related art of how to reduce resource consumption in the process of reducing the conductivity of the coolant.

[0006] According to a first aspect of the present application, a method for adjusting conductivity is provided. The method comprises: obtaining the operating status of a fuel cell and a conductivity parameter of a coolant, wherein the conductivity parameter is used to reflect changes in the conductivity of the coolant. Based on the operating status of the fuel cell and the conductivity parameter, a target wake-up time is determined. At the target wake-up time, a first current conductivity of the coolant is obtained. Based on the first current conductivity, a flow rate of the coolant through a deionizer is adjusted, wherein the deionizer is used to adjust the conductivity of the coolant.

[0007] In one possible implementation, the conductivity parameters include: historical insulation resistance values ​​when the fuel cell is not operating, an insulation resistance threshold, a conductivity rise rate when the fuel cell is not operating, and a wake-up influence factor, which is used to adjust the fuel cell wake-up time. Determining a target wake-up time based on the fuel cell's operating state and conductivity parameters includes determining a target conductivity difference based on historical insulation resistance values ​​and the insulation resistance threshold when the fuel cell is not operating. Determining the target wake-up time based on the target conductivity difference, the conductivity rise rate, and the wake-up influence factor.

[0008] In one possible implementation, adjusting the flow rate of the coolant flowing through the deionizer based on the first current conductivity includes:

[0009] The flow control device is used to adjust the flow of coolant through the deionizer by adjusting the opening. The opening of the flow control device is adjusted to the target opening.

[0010] In one possible embodiment, the conductivity adjustment method further includes: obtaining a current opening of the flow control device. Based on the current opening and a target opening, an opening difference is obtained, where the opening difference is the difference between the current opening and the target opening. The opening difference is processed based on an adaptive control algorithm to obtain a target power. The flow control device is further configured to adjust the flow of coolant through a radiator, which is configured to dissipate heat from the fuel cell. The target power is the maximum power of the fuel cell when the flow control device is at the target opening.

[0011] In one possible implementation, processing the opening difference based on an adaptive control algorithm to obtain a target power includes obtaining a proportional control coefficient, an integral control coefficient, and a differential control coefficient. Data processing of the opening difference based on the proportional control coefficient, the integral control coefficient, and the differential control coefficient is performed to obtain the target power.

[0012] In one possible implementation, the target power satisfies the following formula:

[0013] .

[0014] Among them, P max Used to indicate target power, k p Used to represent the proportional control coefficient, k i Used to represent the integral control coefficient, k d Used to represent the differential control coefficient, θ max Used to indicate the target opening, θ act Used to indicate the current opening, (θ max -θ act ) is used to represent the opening difference, and t is used to represent the current moment.

[0015] In one possible embodiment, the conductivity adjustment method further includes: obtaining the deionizer's usage time and a second current conductivity, where the second current conductivity is the coolant's conductivity after adjusting the coolant flow rate through the deionizer. Determining a target conductivity drop value based on the first current conductivity and the second current conductivity. Determining a target conductivity ratio based on the target conductivity drop value and a preset conductivity threshold, where the target conductivity ratio is the ratio between the conductivity drop value and the preset conductivity threshold. Determining a deionizer evaluation result based on the usage time and / or the target conductivity ratio, the evaluation result being used to indicate whether the deionizer is qualified.

[0016] In a possible implementation, an evaluation result of the deionizer is obtained based on the usage time and / or the target conductivity ratio, including: when the target conductivity ratio is less than a preset ratio threshold, the evaluation result of the deionizer is that the deionizer is unqualified.

[0017] In a possible implementation, obtaining an evaluation result of the deionizer based on usage time and / or conductivity ratio includes: obtaining an evaluation result of the deionizer based on usage time when the target conductivity ratio is greater than a preset ratio threshold.

[0018] According to a second aspect of the present application, a conductivity adjustment device is provided, comprising an acquisition module and a processing module. The acquisition module is configured to acquire the operating status of the fuel cell and the conductivity parameter of the coolant, wherein the conductivity parameter is configured to reflect changes in the conductivity of the coolant. The processing module is configured to determine a target wake-up time based on the operating status of the fuel cell and the conductivity parameter. The acquisition module is further configured to acquire a first current conductivity of the coolant at the target wake-up time. The processing module is further configured to adjust the flow rate of the coolant through a deionizer based on the first current conductivity, wherein the deionizer is configured to adjust the conductivity of the coolant.

[0019] In a possible implementation, the conductivity parameters include: historical insulation resistance when the fuel cell stops operating, insulation resistance threshold, conductivity rise rate when the fuel cell stops operating, and a wake-up influence factor, which is used to adjust the wake-up time of the fuel cell.

[0020] In one possible implementation, the processing module is configured to determine a target conductivity difference based on historical insulation resistance values ​​and an insulation resistance threshold when the fuel cell is not operating. The processing module is further configured to determine a target wakeup time based on the target conductivity difference, the conductivity rise rate, and a wakeup influencing factor.

[0021] In one possible embodiment, the processing module is configured to obtain a target opening of the flow control device based on a first current conductivity-opening correspondence relationship, where the opening correspondence relationship is a correspondence between conductivity and the opening of the flow control device. The flow control device is configured to adjust the flow of coolant through the deionizer by adjusting the opening. The processing module is further configured to adjust the opening of the flow control device to the target opening.

[0022] In one possible embodiment, an acquisition module is configured to acquire a current opening of the flow control device. A processing module is configured to obtain an opening difference based on the current opening and a target opening, where the opening difference is the difference between the current opening and the target opening. The processing module is further configured to process the opening difference based on an adaptive control algorithm to obtain a target power. The flow control device is further configured to adjust the flow of coolant through a radiator, which is configured to dissipate heat from the fuel cell. The target power is the maximum power of the fuel cell when the flow control device is at the target opening.

[0023] In one possible implementation, the acquisition module is configured to acquire the proportional control coefficient, the integral control coefficient, and the differential control coefficient. The processing module is configured to process the opening difference based on the proportional control coefficient, the integral control coefficient, and the differential control coefficient to obtain the target power.

[0024] In one possible implementation, the target power satisfies the following formula:

[0025] .

[0026] Among them, P max Used to indicate target power, k p Used to represent the proportional control coefficient, k i Used to represent the integral control coefficient, k d Used to represent the differential control coefficient, θ max Used to indicate the target opening, θ act Used to indicate the current opening, (θ max -θ act ) is used to represent the opening difference, and t is used to represent the current moment.

[0027] In one possible embodiment, an acquisition module is used to obtain the usage time and a second current conductivity of the deionizer, where the second current conductivity is the conductivity of the coolant after adjusting the coolant flow rate through the deionizer. The processing module is used to determine a target conductivity drop value based on the first current conductivity and the second current conductivity. The processing module is also used to obtain a target conductivity ratio based on the target conductivity drop value and a preset conductivity threshold, where the target conductivity ratio is the ratio between the conductivity drop value and the preset conductivity threshold. The processing module is also used to obtain an evaluation result of the deionizer based on the usage time and / or the target conductivity ratio, and the evaluation result is used to indicate whether the deionizer is qualified.

[0028] In a possible implementation, the processing module is configured to, when the target conductivity ratio is less than a preset ratio threshold, determine that the evaluation result of the deionizer is that the deionizer is unqualified.

[0029] In one possible embodiment, the processing module is configured to, when the target conductivity ratio is greater than a preset ratio threshold, determine an evaluation result of the deionizer based on the usage time. The processing module is further configured to, if the usage time is less than the preset time threshold, determine that the deionizer is qualified. The processing module is further configured to, if the usage time is greater than the preset time threshold, determine that the deionizer is unqualified.

[0030] According to a third aspect provided by the present application, a conductivity adjustment device is provided, comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute the instructions to implement the method of the first aspect and any possible implementation thereof.

[0031] According to a fourth aspect provided by the present application, a vehicle is provided, the vehicle including the conductivity adjustment device as described in the second aspect, and the vehicle is used to implement the method as described in the first aspect and any possible implementation manner thereof.

[0032] Beneficial effects of the present invention:

[0033] (1) By automatically and regularly detecting the conductivity of the coolant based on the operating status and conductivity parameters of the fuel cell, and adjusting the flow rate of the coolant through the deionizer, the conductivity of the coolant can be prevented from being too high, which would affect the charge and discharge efficiency of the battery and the performance of the fuel cell, thereby ensuring the safe operation of the fuel cell. Furthermore, by determining the target wake-up time based on the operating status and conductivity parameters of the fuel cell, the detection time of the fuel cell can be more accurately controlled, thereby reducing energy consumption while timely detecting the conductivity of the coolant and preventing the conductivity of the coolant from being too high.

[0034] (2) When the fuel cell is not operating, the conductivity of the fuel cell can be detected before a fuel cell failure occurs by using the difference between the historical insulation resistance value and the insulation resistance threshold, the conductivity increase rate when the fuel cell stops operating, and the wake-up influence factor. In this way, the target wake-up time can be determined more accurately while ensuring the safety of the fuel cell, thereby reducing energy consumption.

[0035] (3) Based on the correspondence between the first current conductivity and the opening, the target opening of the flow control device can be accurately obtained. Subsequently, the opening of the flow control device is adjusted to the target opening to adjust the flow rate of the coolant flowing through the deionizer, which can effectively reduce the conductivity of the coolant and avoid damage to the internal part of the fuel cell.

[0036] (4) The current opening of the flow control device can be obtained, and the opening difference can be obtained based on the current opening and the target opening. Since the flow control device is also used to adjust the flow of the coolant through the radiator, and the radiator is used to dissipate heat from the fuel cell, the opening difference can be processed based on the adaptive control algorithm to obtain the target power. In this way, by controlling the target power, the current opening of the flow control device can be controlled so that the current opening of the flow control device gradually approaches the target opening, thereby reducing the conductivity of the coolant to a safe range when the power of the fuel cell is maximum, so as to balance the heat dissipation demand of the fuel cell and the demand for reducing conductivity.

[0037] (5) The proportional control coefficient can quickly adjust the target power based on the opening difference, the integral control coefficient can accumulate historical errors, and the differential control coefficient can predict the trend based on the opening difference and adjust the target power in advance. In this way, the target power and the opening difference can be better controlled.

[0038] (6) A conductivity drop value may be determined based on the first current conductivity and the second current conductivity. A conductivity ratio may then be obtained based on the conductivity drop value and a preset conductivity threshold. Thus, by comparing the conductivity drop value with the preset conductivity threshold to determine the deionizer usage time, a more accurate deionizer evaluation result may be obtained.

[0039] (7) The target conductivity ratio is less than the preset ratio threshold, indicating that the deionizer’s effectiveness in removing impurity ions in the coolant has decreased, and the conductivity of the coolant cannot be effectively reduced.

[0040] (8) The usage time of the deionizer is less than the preset time threshold, which means that the deionizer has been used for too long and its ability to remove impurity ions in the coolant has decreased or is about to decrease, and it cannot effectively reduce the conductivity of the coolant.

[0041] It should be noted that the technical effects brought about by any implementation method in the second to fourth aspects can refer to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here.

[0042] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The drawings herein are incorporated into and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0044] Figure 1 is a schematic structural diagram of a thermal management system according to an exemplary embodiment;

[0045] Figure 2 is a flow chart of a method for adjusting conductivity according to an exemplary embodiment;

[0046] Figure 3 is a flow chart illustrating another method for adjusting conductivity according to an exemplary embodiment;

[0047] Figure 4 is a schematic structural diagram of a conductivity adjustment device according to an exemplary embodiment;

[0048] Figure 5 It is a structural schematic diagram of another conductivity adjustment device according to an exemplary embodiment. DETAILED DESCRIPTION

[0049] In order to enable ordinary people in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0050] It should be noted that the terms "first," "second," and the like in the specification and claims of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate so that the embodiments of the application described herein can be implemented in an order other than those illustrated or described herein. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0051] This application provides a conductivity adjustment method. This method automatically and regularly detects the coolant's conductivity based on the fuel cell's operating status and conductivity parameters, and adjusts the coolant's flow rate through the deionizer. This method prevents excessive coolant conductivity from affecting the battery's charge and discharge efficiency, impacting the fuel cell's performance, and ensuring fuel cell operation safety. Furthermore, by determining a target wake-up time based on the fuel cell's operating status and conductivity parameters, the fuel cell's detection time can be more accurately controlled, enabling timely coolant conductivity detection while reducing energy consumption and preventing excessive coolant conductivity.

[0052] It should be noted that the conductivity adjustment method provided in this application can be performed by a conductivity adjustment device, which can be a fuel cell controller or a vehicle. Furthermore, the device can also be the vehicle's central processing unit (CPU), a module for adjusting conductivity within the device, or a vehicle-mounted device within the vehicle, without limitation in this application. In the embodiments of this application, the conductivity adjustment method provided in the embodiments of this application is described using the vehicle as an example.

[0053] The implementation environment of the embodiments of the present application is introduced below.

[0054] For example, Figure 1 , which shows a thermal management system for a fuel cell, including: an insulation resistance detection device 101 , a deionizer 102 , a radiator 103 , a flow control device 104 , a fuel cell 105 , and a water pump 106 .

[0055] The insulation resistance detection device 101 is used to detect the insulation resistance of the fuel cell.

[0056] The deionizer 102 is used to remove ionic impurities in the coolant to reduce the conductivity of the coolant.

[0057] The radiator 103 is used to reduce the temperature of the coolant to dissipate heat from the fuel cell 105 .

[0058] The flow control device 104 is used to adjust the flow of the coolant passing through the deionizer 102 by adjusting the opening. In addition, the flow control device 104 is also used to adjust the flow of the coolant passing through the radiator 103 by adjusting the opening.

[0059] It should be noted that the present application does not limit the flow control device 104. For example, the flow control device 104 may be a three-way valve.

[0060] The fuel cell 105 is used to generate an electrochemical reaction to power the vehicle.

[0061] It should be noted that the present application does not limit the fuel cell 105. For example, the fuel cell 105 can be a single fuel cell 105 or a fuel cell 105 stack.

[0062] The water pump 106 is used to drive the coolant to circulate so that the coolant can reduce the temperature of the fuel cell 105 .

[0063] Optionally, the insulation resistance detection device 101, the deionizer 102, the flow control device 104, the fuel cell stack and the water pump 106 can form a first cooling circuit, and the insulation resistance detection device 101, the radiator 103, the flow control device 104, the fuel cell stack and the water pump 106 can form a second cooling circuit.

[0064] Optionally, when the fuel cell 105 is not operating, the thermal management system can control the water pump 106 to operate at a preset speed to drive the coolant to circulate in the first cooling loop and / or the second cooling loop, allowing the deionizer 102 to remove ionic impurities in the coolant and reduce the coolant's conductivity. When the fuel cell 105 is operating, the thermal management system can obtain temperature control requirements and control the speed of the water pump 106 and the opening of the flow control device 104 based on the temperature control requirements.

[0065] It should be noted that the power of the fuel cell 105 is positively correlated with the temperature control requirement. The greater the power of the fuel cell 105, the greater the temperature control requirement. Therefore, by controlling the power of the fuel cell 105, the temperature control requirement of the fuel cell 105 can be controlled, thereby controlling the speed of the water pump 106 and the opening of the flow control device 104.

[0066] In one possible design, when the flow control device 104 is opened to the minimum, the flow rate through the first cooling circuit is the largest, and the coolant flowing through the deionizer 102 can be free of ionic impurities; the flow rate through the second cooling circuit is 0, and no coolant flows through the radiator 103.

[0067] It can be understood that when the opening degree of the flow control device 104 is minimum, the thermal management system of the fuel cell 105 reduces the conductivity of the coolant at the fastest speed and has the best effect.

[0068] In another possible design, when the flow control device 104 is opened to the maximum, the flow rate through the second cooling circuit is the maximum, and the coolant flowing through the radiator 103 can be cooled by the radiator 103; the flow rate through the first cooling circuit is 0, and there is no coolant flowing through the deionizer 102.

[0069] It is understandable that when the flow control device 104 is opened to the maximum, the thermal management system of the fuel cell 105 cannot reduce the conductivity of the coolant.

[0070] For ease of understanding, the conductivity adjustment method provided in this application is described in detail below with reference to the accompanying drawings.

[0071] like Figure 2 As shown, the method for adjusting the conductivity includes:

[0072] S201 : Obtain the operating status of the fuel cell and the conductivity parameter of the coolant.

[0073] The operating state of the fuel cell is used to indicate whether the fuel cell is operating, and the conductivity parameter is used to reflect changes in the conductivity of the coolant.

[0074] Optionally, the conductivity parameters include: historical insulation resistance when the fuel cell stops operating, insulation resistance threshold, conductivity rising rate when the fuel cell stops operating, and a wake-up influence factor, which is used to adjust the wake-up time of the fuel cell.

[0075] It should be noted that the present application does not limit the scenario in which the fuel cell stops operating. For example, the scenario in which the fuel cell stops operating may be that the fuel cell is disconnected from the high voltage.

[0076] In a possible implementation, the conductivity adjustment device includes an insulation resistance detection device that can detect the fuel cell to obtain a historical insulation resistance value when the fuel cell stops operating.

[0077] S202: Determine a target wake-up time based on the operating state and conductivity parameters of the fuel cell.

[0078] In one possible implementation, when the fuel cell is not operating, a target conductivity difference is determined based on historical insulation resistance values ​​and an insulation resistance threshold. A target wakeup time can then be determined based on the target conductivity difference, the conductivity rise rate, and a wakeup influence factor.

[0079] It should be noted that this application does not impose any restrictions on the insulation resistance threshold. For example, the insulation resistance threshold may be the insulation resistance when the vehicle has an insulation fault, where the insulation performance between the high-voltage part and the chassis of the vehicle is degraded.

[0080] It is understandable that if there is an insulation fault in the vehicle, there is a risk of leakage. The vehicle will then issue an insulation fault alarm and cut off the high voltage to protect the safety of the passengers. At this time, the vehicle cannot be used.

[0081] Alternatively, a historical conductivity can be obtained based on a historical relationship between insulation resistance and conductivity. The conductivity relationship is the relationship between the insulation resistance of the fuel cell and the conductivity of the coolant, where the insulation resistance of the fuel cell corresponds to a coolant conductivity. An abnormal conductivity threshold can be obtained based on an insulation resistance threshold and the conductivity relationship. Subsequently, a target conductivity difference can be obtained based on the historical conductivity and the abnormal conductivity threshold. The target conductivity difference is the difference between the historical conductivity and the abnormal conductivity threshold.

[0082] It should be noted that the conductivity relationship can be obtained by fitting experimental data. Different fuel cells have different conductivity relationships, but all have a negative correlation, that is, the higher the insulation resistance of the fuel cell, the lower the conductivity of the coolant.

[0083] Exemplarily, the conductivity correspondence satisfies Formula 1.

[0084] Formula 1.

[0085] in, It is used to indicate conductivity, and R is used to indicate insulation resistance.

[0086] Optionally, the target wake-up time satisfies the following formula 2.

[0087] Formula 2.

[0088] Among them, T is used to represent the target wake-up time, R1 is used to represent the historical insulation resistance, and R2 is used to represent the insulation resistance threshold. Used to express historical conductivity, Used to indicate abnormal conductivity threshold, Used to express the rate of increase of conductivity, Used to indicate the awakening impact factor.

[0089] For example, if the historical conductivity is 2 Siemens per meter (S / m), the abnormal conductivity threshold is 4 Siemens per meter (S / m), the wake-up impact factor is 0.5, and the conductivity increase rate is 0.02 Siemens per meter per second, then the target wake-up time is 50 seconds. Starting from the moment the fuel cell is not operating, the first current conductivity of the coolant can be obtained after an interval of 50 seconds.

[0090] Optionally, the wake-up influence factor may be a parameter pre-stored in the conductivity adjustment device.

[0091] It should be noted that if If is 0, the target wake-up time is 0s, and the fuel cell will continuously detect the conductivity of the coolant, which consumes more resources. If it is 1, the fuel cell will report an insulation fault immediately after it wakes up. It needs to be greater than 0 and less than 1 to detect the conductivity of the coolant before insulation failure occurs in the fuel cell and reduce resource consumption.

[0092] It can be understood that when the fuel cell is not operating, the difference between the historical insulation resistance value and the insulation resistance threshold, the conductivity rise rate when the fuel cell is stopped, and the wake-up influence factor can be used to detect the fuel cell's conductivity before a fuel cell failure occurs. In this way, the target wake-up time can be more accurately determined while ensuring the safety of the fuel cell, thereby reducing energy consumption.

[0093] S203: At the target wake-up time, obtain a first current conductivity of the coolant.

[0094] In one possible implementation, after the user locks the vehicle, the fuel cell can be awakened at a target wake-up time and connected to high voltage. Subsequently, the current insulation resistance of the fuel cell can be obtained using an insulation resistance detection device. Based on the corresponding relationship between the current insulation resistance and conductivity, a first current conductivity of the coolant can be obtained.

[0095] It will be appreciated that at the target wake-up time, the fuel cell begins to operate.

[0096] S204 : Adjust the flow rate of the coolant flowing through the deionizer based on the first current conductivity.

[0097] Among them, the deionizer is used to adjust the conductivity of the coolant.

[0098] It should be noted that, when the first current conductivity is higher than the target conductivity threshold, the conductivity of the coolant needs to be reduced.

[0099] It should be understood that the target conductivity threshold is smaller than the insulation resistance when an insulation fault occurs in the vehicle.

[0100] In this way, the conductivity can be reduced before the vehicle reports an insulation failure, thereby ensuring the safety of the vehicle.

[0101] In one possible implementation, a target opening of the flow control device can be obtained based on a correspondence between the first current conductivity and the opening. The opening correspondence is a correspondence between the conductivity of the coolant and the opening of the flow control device. The flow control device is configured to adjust the flow of the coolant through the deionizer by adjusting the opening. Subsequently, the opening of the flow control device can be adjusted to the target opening to adjust the flow of the coolant through the deionizer.

[0102] Optionally, the conductivity of the coolant is negatively correlated with the opening degree of the flow control device.

[0103] That is, the smaller the opening of the flow control device, the greater the conductivity of the coolant.

[0104] Exemplarily, the target opening satisfies Formula 3.

[0105] Formula 3.

[0106] in, is the target opening, is the first current conductivity, k is the slope, and b is the intercept.

[0107] Optionally, the target opening degree is greater than or equal to 0 and less than or equal to 100.

[0108] It can be understood that based on the correspondence between the first current conductivity and the opening, the target opening of the flow control device can be accurately determined. Subsequently, the opening of the flow control device is adjusted to the target opening to regulate the flow of coolant through the deionizer, effectively reducing the coolant's conductivity and preventing internal damage to the fuel cell.

[0109] Based on the above technical solution, the coolant's conductivity is automatically and regularly monitored based on the fuel cell's operating status and conductivity parameters, and the coolant flow rate through the deionizer is adjusted. This prevents excessive coolant conductivity from affecting the battery's charge and discharge efficiency, impacting the fuel cell's performance, and ensuring fuel cell operational safety. Furthermore, by determining a target wake-up time based on the fuel cell's operating status and conductivity parameters, the fuel cell's detection timing can be more accurately controlled, enabling timely coolant conductivity monitoring and preventing excessively high coolant conductivity while reducing energy consumption.

[0110] It should be noted that when the coolant's conductivity is high, if the fuel cell power is high and the fuel cell's temperature control requirements are met, the fuel cell system will increase the opening of the flow control device, causing more coolant to flow through the second cooling circuit and less coolant to flow through the first cooling circuit. In this case, the coolant's conductivity cannot be quickly reduced. In this case, it is necessary to reduce the power to lower the fuel cell's temperature control requirements, thereby reducing the opening of the flow control device, causing more coolant to flow through the first cooling circuit and less coolant to flow through the second cooling circuit.

[0111] like Figure 3 As shown, the conductivity adjustment method also includes:

[0112] S301. Obtain the current opening of the flow control device.

[0113] S302: Obtain an opening difference based on the current opening and the target opening.

[0114] The opening difference is the difference between the current opening and the target opening.

[0115] S303 : Process the opening difference based on an adaptive control algorithm to obtain a target power.

[0116] The target power is the maximum power of the fuel cell when the flow control device is at the target opening.

[0117] In an embodiment of the present application, the flow control device is also used to adjust the flow of the coolant through the radiator, and the radiator is used to dissipate heat from the fuel cell.

[0118] In one possible implementation, a proportional control coefficient, an integral control coefficient, and a differential control coefficient may be obtained, and then the opening difference may be processed based on the proportional control coefficient, the integral control coefficient, and the differential control coefficient to obtain the target power.

[0119] Exemplarily, the target power satisfies the following formula 4.

[0120] Formula 4.

[0121] Among them, P max Used to indicate target power, k p Used to represent the proportional control coefficient, k i Used to represent the integral control coefficient, k d Used to represent the differential control coefficient, θ max Used to indicate the target opening, θ act Used to indicate the current opening, (θ max -θ act ) is used to represent the opening difference, and t is used to represent the current moment.

[0122] As you can see, the proportional control coefficient can quickly adjust the target power based on the opening difference, the integral control coefficient can accumulate historical errors, and the differential control coefficient can predict trends based on the opening difference and adjust the target power in advance. In this way, the target power and the opening difference can be better controlled.

[0123] Based on the above technical solution, the current opening of the flow control device can be obtained, and the opening difference can be obtained based on the current opening and the target opening. Since the flow control device is also used to adjust the flow of coolant through the radiator, and the radiator is used to dissipate heat from the fuel cell, the opening difference can be processed based on an adaptive control algorithm to obtain the target power. In this way, by controlling the target power, the current opening of the flow control device can be controlled so that the current opening of the flow control device gradually approaches the target opening. Therefore, when the power of the fuel cell is maximum, the conductivity of the coolant is reduced to a safe range, thereby balancing the heat dissipation requirements of the fuel cell and the need to reduce conductivity.

[0124] It should be noted that if the deionizer has been used for too long or there are a lot of impurities in the coolant, it may not be able to reduce the conductivity of the coolant. Therefore, it is necessary to evaluate the deionizer to determine whether it is qualified.

[0125] In some embodiments, the usage time and the second current conductivity of the deionizer can be obtained. The second current conductivity is the conductivity of the coolant after the coolant flow rate through the deionizer is adjusted. Thereafter, a target conductivity drop value can be determined based on the first current conductivity and the second current conductivity. The target conductivity drop value is the difference between the first current conductivity and the second current conductivity. Thereafter, a target conductivity ratio can be obtained based on the target conductivity drop value and a preset conductivity threshold. The target conductivity ratio is the ratio between the conductivity drop value and the preset conductivity threshold. Thereafter, an evaluation result of the deionizer can be obtained based on the usage time and / or the conductivity ratio. The evaluation result is used to indicate whether the deionizer is qualified.

[0126] It should be noted that the present application does not impose any restrictions on the preset conductivity threshold. For example, the preset conductivity threshold may be a conductivity drop value of the deionizer at the current coolant flow rate obtained through experiments within a preset time period.

[0127] It should be understood that the time period between obtaining the first current conductivity and obtaining the second current conductivity is the same as the preset time period.

[0128] Optionally, the target conductivity drop value satisfies Formula 5.

[0129] Formula 5.

[0130] in, is the target conductivity drop value, is the first conductivity, is the second conductivity.

[0131] In a possible implementation, when the target conductivity ratio is less than a preset ratio threshold, the evaluation result of the deionizer is that the deionizer is unqualified.

[0132] Optionally, the target conductivity ratio satisfies Formula 6.

[0133] Formula 6.

[0134] Where M is the target conductivity ratio, is the preset ratio threshold.

[0135] It should be noted that the present application does not impose any restrictions on the preset ratio threshold. For example, the preset ratio threshold may be 30%, 35%, 40%, 45% or 50%.

[0136] It is understandable that if the target conductivity ratio is less than the preset ratio threshold, it means that the deionizer has a reduced effect in removing impurity ions in the coolant and cannot effectively reduce the conductivity of the coolant.

[0137] In another possible implementation, when the target conductivity ratio is greater than a preset ratio threshold, a deionizer evaluation result is obtained based on the usage time. If the usage time is less than the preset time threshold, the deionizer evaluation result is that the deionizer is qualified. If the usage time is greater than the preset time threshold, the deionizer evaluation result is that the deionizer is unqualified.

[0138] It should be noted that the present application does not impose any restrictions on the preset time threshold. For example, the preset time threshold may be the maximum time that the deionizer can remove ions under specific conditions.

[0139] Alternatively, based on the evaluation results of the deionizer, it may be determined whether the deionizer needs to be replaced.

[0140] It is understandable that if the usage time of the deionizer is less than the preset time threshold, it means that the deionizer has been used for too long, and its ability to remove impurity ions in the coolant has decreased or is about to decrease, and the conductivity of the coolant cannot be effectively reduced.

[0141] In this way, a conductivity drop value can be determined based on the first current conductivity and the second current conductivity. A conductivity ratio is then obtained based on the conductivity drop value and a preset conductivity threshold. By comparing the conductivity drop value with the preset conductivity threshold to determine the deionizer's service life, a more accurate deionizer evaluation result can be obtained.

[0142] It's important to note that if the coolant is contaminated, microorganisms or metal precipitates in the coolant can be absorbed by the deionizer as it flows through it, reducing the deionizer's ability to reduce conductivity. In this case, the deionizer and coolant must be replaced to restore normal system operation. If the coolant is not contaminated, but the deionizer's ability to reduce conductivity is reduced, the deionizer must be replaced.

[0143] In some embodiments, when the evaluation result of the deionizer is that the deionizer is unqualified, if the target conductivity ratio is less than the preset ratio threshold and the usage time is greater than the preset time threshold, the deionizer needs to be replaced; if the target conductivity ratio is less than the preset ratio threshold and the usage time is less than the preset time threshold, the deionizer and coolant need to be replaced.

[0144] It can be understood that if the target conductivity ratio is less than the preset ratio threshold and the usage time is greater than the preset time threshold, the coolant is not contaminated and only the deionizer needs to be replaced. If the target conductivity ratio is less than the preset ratio threshold and the usage time is less than the preset time threshold, it means that the deionizer is not being used effectively and its efficiency has decreased due to coolant contamination, and both the deionizer and the coolant need to be replaced.

[0145] In some embodiments, if the evaluation result of the deionizer is that the deionizer is qualified, the deionizer and the coolant are not replaced.

[0146] The above mainly introduces the solution provided by the embodiment of the present application from the perspective of the method. In order to achieve the above functions, the conductivity adjustment device includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should easily realize that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0147] In the embodiment of the present application, the conductivity adjustment device can be divided into functional modules according to the above method. For example, the conductivity adjustment device can include functional modules corresponding to the functional divisions, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware or software functional modules. It should be noted that the division of modules in the embodiment of the present application is schematic and is only a logical functional division. In actual implementation, other division methods can be used.

[0148] Reference Figure 4 The conductivity adjustment device includes an acquisition module 401 and a processing module 402.

[0149] The acquisition module 401 is used to acquire the operating status of the fuel cell and the conductivity parameter of the coolant, where the conductivity parameter is used to reflect the change in the conductivity of the coolant. The acquisition module 401 is also used to acquire the first current conductivity of the coolant at the target wake-up time.

[0150] Processing module 402 is configured to determine a target wake-up time based on the operating state and conductivity parameter of the fuel cell. Processing module 402 is further configured to adjust the flow rate of the coolant through the deionizer based on the first current conductivity, where the deionizer is configured to adjust the conductivity of the coolant.

[0151] Regarding the apparatus in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0152] like Figure 5 As shown, the conductivity adjustment device includes but is not limited to: a processor 501 and a memory 502 .

[0153] The memory 502 is used to store executable instructions of the processor 501. It is understandable that the processor 501 is configured to execute instructions to implement the conductivity adjustment method in the above embodiment.

[0154] It should be noted that those skilled in the art can understand that Figure 5 The structure of the conductivity adjustment device shown in the figure does not limit the conductivity adjustment device. The conductivity adjustment device may include Figure 5 More or fewer components may be shown, or certain components may be combined, or the components may be arranged differently.

[0155] The processor 501 is the control center of the conductivity adjustment device. It connects the various components of the device using various interfaces and circuits. By running or executing software programs and / or modules stored in the memory 502 and accessing data stored in the memory 502, it performs various functions of the conductivity adjustment device and processes data, thereby providing overall monitoring of the conductivity adjustment device. The processor 501 may include one or more processing units. Optionally, the processor 501 may integrate an application processor and a modem processor, with the application processor primarily handling the operating system, user interface, and application programs, while the modem processor primarily handles wireless communications. It is understood that the modem processor may not be integrated into the processor 501.

[0156] Memory 502 can be used to store software programs and various data. Memory 502 may primarily include a program storage area and a data storage area. The program storage area may store an operating system and application programs required by at least one functional module (such as a determination unit, a processing unit, etc.). Furthermore, memory 502 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0157] In an exemplary embodiment, the present application further provides a vehicle, which includes a conductivity adjustment device. The vehicle can use the conductivity adjustment device to perform the method in the above embodiment.

[0158] In an exemplary embodiment, a computer-readable storage medium including instructions is further provided, such as a memory 502 including instructions. The instructions may be executed by the processor 501 of the conductivity adjustment device to implement the method in the above embodiment.

[0159] In actual implementation, Figure 4 The functions of the acquisition module 401 and the processing module 402 can be obtained by Figure 5 The processor 501 in the embodiment calls the computer program stored in the memory 502. The specific execution process can be referred to the description of the method part in the above embodiment, which will not be repeated here.

[0160] Optionally, the computer-readable storage medium may be a non-temporary computer-readable storage medium, for example, the non-temporary computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, etc.

[0161] In an exemplary embodiment, the present application further provides a computer program product comprising one or more instructions, which can be executed by the processor 501 of the conductivity adjustment device to implement the method in the above embodiment.

[0162] It should be noted that when the instructions in the above-mentioned computer-readable storage medium or one or more instructions in the computer program product are executed by the processor of the conductivity adjustment device, the various processes of the above-mentioned method embodiment are implemented and the same technical effect as the above-mentioned method can be achieved. To avoid repetition, they are not described here.

[0163] Through the description of the above implementation methods, technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0164] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0165] Units described as separate components may or may not be physically separate, and components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0166] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0167] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application, or the part that contributes to the existing technology, or all or part of the technical solution can be embodied in the form of a software product. The software product is stored in a storage medium and includes a number of instructions for causing a device (which can be a single-chip microcomputer, chip, etc.) or a processor to execute all or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, ROM, RAM, disk or optical disk, etc. Various media that can store program code.

[0168] The above are only specific embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or replacements within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for adjusting conductivity, characterized in that: The method for adjusting the conductivity includes: Acquiring the operating status of the fuel cell and conductivity parameters of the coolant, where the conductivity parameters are used to reflect changes in the conductivity of the coolant. The conductivity parameters include: historical insulation resistance values ​​when the fuel cell stops operating, insulation resistance thresholds, conductivity rise rates when the fuel cell stops operating, and a wake-up influence factor, where the wake-up influence factor is used to adjust the wake-up time of the fuel cell; determining a target conductivity difference based on the historical insulation resistance and the insulation resistance threshold when the fuel cell is not in operation; determining the target wake-up time based on the target conductivity difference, the conductivity rising rate, and the wake-up influencing factor; acquiring a first current conductivity of the coolant at the target wake-up time, wherein the fuel cell starts operating at the target wake-up time; Obtaining a target opening of a flow control device based on a correspondence between the first current conductivity and an opening, wherein the correspondence between the conductivity and the opening of the flow control device is a correspondence between the conductivity and the opening of the flow control device, the flow control device being configured to adjust the flow of the coolant through the deionizer by adjusting the opening, and the deionizer being configured to adjust the conductivity of the coolant; adjusting the opening of the flow control device to the target opening; Obtaining the current opening of the flow control device; Based on the current opening and the target opening, an opening difference is obtained, where the opening difference is the difference between the current opening and the target opening; The opening difference is processed based on an adaptive control algorithm to obtain a target power, and the flow control device is further used to adjust the flow of the coolant through a radiator, and the radiator is used to dissipate heat from the fuel cell; The target power is the maximum power of the fuel cell when the flow control device is at the target opening.

2. The method for adjusting conductivity according to claim 1, wherein: The processing of the opening difference based on the adaptive control algorithm to obtain the target power includes: Obtain proportional control coefficient, integral control coefficient and differential control coefficient; The target power is obtained by performing data processing on the opening difference based on the proportional control coefficient, the integral control coefficient, and the differential control coefficient.

3. The method for adjusting conductivity according to claim 2, wherein: The target power satisfies the following formula: ； Among them, P max Used to represent the target power, k p Used to represent the proportional control coefficient, k i Used to represent the integral control coefficient, k d Used to represent the differential control coefficient, θ max Used to express the target opening, θ act Used to indicate the current opening, (θ max -θ act ) is used to represent the opening difference, and t is used to represent the current moment.

4. The method for adjusting conductivity according to claim 1, wherein: The conductivity adjustment method further includes: Obtaining a usage time and a second current conductivity of the deionizer, where the second current conductivity is the conductivity of the coolant after adjusting a flow rate of the coolant flowing through the deionizer; determining a target conductivity drop value based on the first current conductivity and the second current conductivity; obtaining a target conductivity ratio based on the target conductivity drop value and a preset conductivity threshold, wherein the target conductivity ratio is a ratio between the conductivity drop value and the preset conductivity threshold; An evaluation result of the deionizer is obtained based on the usage time and / or the target conductivity ratio, and the evaluation result is used to indicate whether the deionizer is qualified.

5. The method for adjusting conductivity according to claim 4, wherein: Obtaining an evaluation result of the deionizer based on the usage time and / or the target conductivity ratio includes: When the target conductivity ratio is less than a preset ratio threshold, the evaluation result of the deionizer is that the deionizer is unqualified.

6. The method for adjusting conductivity according to claim 4, wherein: Obtaining an evaluation result of the deionizer based on the usage time and / or the conductivity ratio, including: When the target conductivity ratio is greater than a preset ratio threshold, obtaining an evaluation result of the deionizer based on the usage time; If the usage time is less than the preset time threshold, the evaluation result of the deionizer is that the deionizer is qualified; If the usage time is greater than the preset time threshold, the evaluation result of the deionizer is that the deionizer is unqualified.

7. A conductivity adjustment device, characterized in that: The device includes an acquisition module and a processing module; The acquisition module is used to acquire the operating status of the fuel cell and the conductivity parameters of the coolant, where the conductivity parameters are used to reflect changes in the conductivity of the coolant. The conductivity parameters include: historical insulation resistance values ​​when the fuel cell stops operating, insulation resistance threshold values, conductivity increase rate when the fuel cell stops operating, and a wake-up influence factor, where the wake-up influence factor is used to adjust the wake-up time of the fuel cell; The processing module is configured to determine a target conductivity difference based on the historical insulation resistance and the insulation resistance threshold when the fuel cell is not in operation; The processing module is further configured to determine the target wake-up time based on the target conductivity difference, the conductivity rising rate, and the wake-up influencing factor; The acquisition module is further configured to acquire a first current conductivity of the coolant at the target wake-up time, wherein the fuel cell starts operating at the target wake-up time; The processing module is further configured to obtain a target opening of a flow control device based on a correspondence between the first current conductivity and an opening, wherein the correspondence between the conductivity and the opening of the flow control device is a correspondence between the conductivity and the opening of the flow control device, the flow control device being configured to adjust the flow of the coolant through the deionizer by adjusting the opening, and the deionizer being configured to adjust the conductivity of the coolant; The processing module is further configured to adjust the opening of the flow control device to the target opening; The acquisition module is further configured to acquire the current opening of the flow control device; The processing module is further configured to obtain an opening difference based on the current opening and the target opening, wherein the opening difference is the difference between the current opening and the target opening; The processing module is further used to process the opening difference based on an adaptive control algorithm to obtain a target power, and the flow control device is further used to adjust the flow of the coolant through a radiator, and the radiator is used to dissipate heat from the fuel cell; The target power is the maximum power of the fuel cell when the flow control device is at the target opening.

8. A conductivity adjustment device, characterized in that: include: processor; a memory for storing instructions executable by the processor; The processor is configured to execute the instructions to implement the conductivity adjustment method according to any one of claims 1 to 6.

9. A vehicle, characterized in that: The vehicle includes the conductivity adjustment device according to claim 7 .

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