CN115911453A - Insulation resistance value control method and device for fuel cell vehicle, vehicle and medium - Google Patents
Insulation resistance value control method and device for fuel cell vehicle, vehicle and medium Download PDFInfo
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- CN115911453A CN115911453A CN202211398440.8A CN202211398440A CN115911453A CN 115911453 A CN115911453 A CN 115911453A CN 202211398440 A CN202211398440 A CN 202211398440A CN 115911453 A CN115911453 A CN 115911453A
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- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/30—Hydrogen technology
- Y02E60/50—Fuel cells
Abstract
The application relates to the technical field of fuel cell automobiles, in particular to an insulation resistance control method, device, vehicle and medium of a fuel cell automobile, wherein the method comprises the following steps: detecting the actual conductivity of the water thermal management loop; calculating the insulation resistance value of the fuel cell system according to the actual conductivity, and judging whether the insulation resistance value is smaller than a preset resistance value corresponding to the current working state of the fuel cell automobile; and if the insulation resistance value is smaller than the preset resistance value corresponding to the current working state, controlling the deionization assembly to work according to the control strategy corresponding to the current working state until the insulation resistance value is larger than or equal to the preset resistance value corresponding to the current working state, and controlling the deionization assembly to stop working. Therefore, the problems that the insulation resistance of a fuel cell automobile is unstable, the ion concentration in a cooling loop is easy to rise, the conductivity is too large, the insulation resistance is reduced, and the potential safety hazard of the automobile is caused are solved.
Description
Technical Field
The application relates to the technical field of fuel cell automobile control, in particular to a method, a device, a vehicle and a medium for controlling the insulation resistance of a fuel cell automobile.
Background
With the continuous development of the automobile industry, the energy-saving and environment-friendly concept gradually becomes the mainstream of the industry, and a fuel cell automobile comes along with the operation, but the fuel cell automobile has certain potential safety hazards, wherein the insulation resistance value is an important part in the electrical safety of the whole automobile, and due to the technical limitation, the insulation resistance value of the fuel cell automobile tends to be in an unstable state, so that the safety of the automobile is seriously influenced.
In the related art, the flow of the deionization filter is controlled to control the insulation resistance value and the fault safety by detecting the insulation resistance value and the temperature of the cooling liquid, but the insulation resistance value cannot be stably controlled, and the safety problem of a user in a vehicle still exists.
Disclosure of Invention
The application provides a method and a device for controlling the insulation resistance of a fuel cell automobile, a vehicle and a storage medium, which are used for solving the problems that the insulation resistance of the fuel cell automobile is unstable, the ion concentration in a cooling loop is easy to rise, the conductivity is too large, the insulation resistance is reduced, and the potential safety hazard of the vehicle exists.
An embodiment of a first aspect of the present application provides an insulation resistance value control method for a fuel cell vehicle, where the fuel cell vehicle includes a fuel cell system and a water heat management loop of the fuel cell system, and an deionization unit is disposed in the water heat management loop, where the method includes: detecting an actual conductivity of the water thermal management loop; calculating the insulation resistance value of the fuel cell system according to the actual conductivity, and judging whether the insulation resistance value is smaller than a preset resistance value corresponding to the current working state of the fuel cell automobile; if the insulation resistance value is smaller than the preset resistance value corresponding to the current working state, the deionization component is controlled to work according to the control strategy corresponding to the current working state, and the deionization component is controlled to stop working until the insulation resistance value is larger than or equal to the preset resistance value corresponding to the current working state.
According to the technical means, the insulation resistance value can be obtained through actual conductivity calculation, the effect that the insulation resistance value is larger than or equal to the preset resistance value is achieved by controlling the deionization assembly to work, so that the insulation resistance value is normal and stable, the rising of the ion concentration and the overlarge conductivity are effectively controlled, and the vehicle using safety of a user is improved. Therefore, the problems that the insulation resistance of a fuel cell automobile is unstable, the ion concentration in a cooling loop is easy to rise, the conductivity is too large, the insulation resistance is reduced, and the potential safety hazard of the automobile is caused are solved.
Optionally, in an embodiment of the present application, the current working state includes a power-on state, an operating state, and a power-off state, and controlling the operation of the deionization component according to a control strategy corresponding to the current working state includes: if the current working state is the starting state, matching the actual regulation rate of the deionization assembly according to the difference value of the actual conductivity and the target conductivity, and controlling the deionization assembly to carry out deionization regulation according to the actual regulation rate; if the current working state is the running state, calculating a conductivity change rate according to conductivity data in preset time, matching an actual regulation rate of the deionization assembly according to the conductivity change rate, and controlling the deionization assembly to carry out deionization regulation according to the actual regulation rate; and if the current working state is a shutdown state, determining the preset conductivity during parking according to the change relation between the temperature of the cooling liquid and the parking time during parking of the whole vehicle, and controlling the deionization component to carry out deionization adjustment according to the actual adjustment rate based on the fact that the difference value of the actual conductivity and the preset conductivity is matched with the actual adjustment rate of the deionization component.
According to the technical means, when the current working state is the starting state, the actual adjusting speed of the deionization assembly is matched through the difference value of the actual conductivity and the target conductivity, the normal and stable insulation resistance value of the whole vehicle is maintained, when the current working state is the running state, the actual adjusting speed of the deionization assembly is matched through the conductivity change speed, the condition that the conductivity is increased along with the increase of the running time can be effectively controlled, the normal and stable insulation resistance value of the whole vehicle is maintained, when the current working state is the stopping state, the actual adjusting speed of the deionization assembly is matched through the difference value of the actual conductivity and the preset conductivity, the problems that the conductivity is too high, the policy insulation resistance value is too low, electric shock safety hidden troubles exist, and the like due to the fact that the vehicle is parked for a long time can be avoided, and the normal and stable conductivity of the vehicle after the vehicle is parked for a long time can be guaranteed.
Optionally, in an embodiment of the application, if the current operating state is the power-on state, before detecting the actual conductivity of the hydrothermal management loop, the method further includes: the conductivity of the hydrothermal management loop is checked to obtain initial conductivity; calculating the insulation resistance value of the water heat management loop according to the initial conductivity; calculating the insulation resistance value of a shell part according to the ground insulation resistance values of all parts of the fuel cell system, and calculating the insulation resistance value of the whole vehicle after the fuel cell system is connected into the whole vehicle according to the insulation resistance value of the hydrothermal management loop, the insulation resistance value of the shell part and the high-voltage electrical architecture of the vehicle; if the insulation resistance value of the whole vehicle is larger than the detection value of the insulation resistance value detection module, judging that an electric leakage fault exists when the whole vehicle is electrified, generating an electric leakage prompt, forbidding the whole vehicle to be electrified, and otherwise, detecting the actual conductivity of the water heat management loop.
According to the technical means, the insulation resistance value of the water heat management loop can be obtained through initial conductivity calculation, the insulation resistance value of the whole vehicle is calculated by combining the insulation resistance value of the shell part and the high-voltage electrical framework of the vehicle, whether the electric leakage fault exists or not is further judged, and the problem of false alarm of the insulation fault caused by the fact that the insulation resistance value is pulled down by the fuel cell system in the starting process of the fuel cell system can be effectively solved.
Optionally, in an embodiment of the application, if the current operating state is the power-on state, after the insulation resistance value is greater than or equal to a preset resistance value corresponding to the current operating state, the method further includes: and filtering the detection value of the insulation resistance value detection module to start the fuel cell system.
According to the technical means, the detection value of the filtering insulation resistance value can be utilized, the problem that the insulation resistance value is lowered when the high-voltage bus is merged into the whole vehicle end, and further the fault is reported in a wrong way is effectively solved, so that the normal starting of the fuel cell system is ensured.
Optionally, in an embodiment of the present application, when the detaching module man-hour is controlled according to the control policy corresponding to the current operating state, the method further includes: acquiring a conductivity reduction rate of the hydrothermal management loop; and if the conductivity reduction rate is less than a preset rate, generating a replacement prompt of the deionization assembly.
According to the technical means, whether the deionization component has a fault or not can be determined through the conductivity reduction rate, and when the deionization component has the fault, a replacement prompt is generated, so that a user can be reminded of replacing the deionization component in time, the deionization component fault can be eliminated, and the use experience of the user is improved.
An embodiment of a second aspect of the present application provides an insulation resistance control device of a fuel cell vehicle, the fuel cell vehicle includes a fuel cell system and a water heat management loop of the fuel cell system, and a deionization unit is provided in the water heat management loop, wherein the device includes: the detection module is used for detecting the actual conductivity of the water heat management loop; the judging module is used for calculating the insulation resistance value of the fuel cell system according to the actual conductivity and judging whether the insulation resistance value is smaller than a preset resistance value corresponding to the current working state of the fuel cell automobile; and the execution module is used for controlling the deionization assembly to work according to the control strategy corresponding to the current working state if the insulation resistance value is smaller than the preset resistance value corresponding to the current working state, and controlling the deionization assembly to stop working until the insulation resistance value is larger than or equal to the preset resistance value corresponding to the current working state.
Optionally, in an embodiment of the present application, the current working state includes a power-on state, a running state, and a power-off state, and the execution module is further configured to: if the current working state is the starting state, matching the actual regulation rate of the deionization assembly according to the difference value of the actual conductivity and the target conductivity, and controlling the deionization assembly to carry out deionization regulation according to the actual regulation rate; if the current working state is the running state, calculating a conductivity change rate according to conductivity data in preset time, matching an actual regulation rate of the deionization assembly according to the conductivity change rate, and controlling the deionization assembly to carry out deionization regulation according to the actual regulation rate; and if the current working state is a shutdown state, determining the preset conductivity during parking according to the change relation between the temperature of the cooling liquid and the parking time during parking of the whole vehicle, and controlling the deionization component to carry out deionization adjustment according to the actual adjustment rate based on the fact that the difference value of the actual conductivity and the preset conductivity is matched with the actual adjustment rate of the deionization component.
Optionally, in an embodiment of the present application, the apparatus in the embodiment of the present application further includes: the calibration module is used for calibrating the conductivity of the hydrothermal management loop before detecting the actual conductivity of the hydrothermal management loop to obtain the initial conductivity if the current working state is the starting state; calculating the insulation resistance value of the hydrothermal management loop according to the initial conductivity; calculating the insulation resistance value of a shell part according to the ground insulation resistance values of all parts of the fuel cell system, and calculating the insulation resistance value of the whole vehicle after the fuel cell system is connected into the whole vehicle according to the insulation resistance value of the hydrothermal management loop, the insulation resistance value of the shell part and the high-voltage electrical architecture of the vehicle; if the insulation resistance value of the whole vehicle is larger than the detection value of the insulation resistance value detection module, judging that an electric leakage fault exists when the whole vehicle is electrified, generating an electric leakage prompt, forbidding the whole vehicle to be electrified, and otherwise, detecting the actual conductivity of the water heat management loop.
Optionally, in an embodiment of the present application, the apparatus of the embodiment of the present application further includes: and the filtering module is used for filtering the detection value of the insulation resistance value detection module to start the fuel cell system after the insulation resistance value is greater than or equal to the preset resistance value corresponding to the current working state if the current working state is the starting state.
Optionally, in an embodiment of the present application, the apparatus of the embodiment of the present application further includes: the generating module is used for acquiring the conductivity reduction rate of the water heat management loop when the deionization component is controlled according to the control strategy corresponding to the current working state; and if the conductivity reduction rate is less than a preset rate, generating a replacement prompt of the deionization assembly.
An embodiment of a third aspect of the present application provides a vehicle, comprising: a memory, a processor and a computer program stored in the memory and executable on the processor, the processor executing the program to realize the insulation resistance value control method of the fuel cell vehicle as described in the above embodiments.
A fourth aspect embodiment of the present application provides a computer-readable storage medium having stored thereon a computer program, which is executed by a processor, for implementing the insulation resistance value control method of a fuel cell vehicle as described in the above embodiments.
Therefore, the application has at least the following beneficial effects:
1. according to the embodiment of the application, the insulation resistance value can be obtained through actual conductivity calculation, the work of the ion removal component is controlled, the effect that the insulation resistance value is larger than or equal to the preset resistance value is achieved, the normality and the stability of the insulation resistance value are achieved, the rising of the ion concentration and the overlarge condition of the conductivity are effectively controlled, and the vehicle using safety of a user is improved. Therefore, the problems that the insulation resistance of a fuel cell automobile is unstable, the ion concentration in a cooling loop is easy to rise, the conductivity is too large, the insulation resistance is reduced, and the potential safety hazard of the automobile is caused are solved.
2. The embodiment of the application can be when the current working condition is a starting-up state, the actual regulation rate of the deionization component is matched through the difference value of the actual conductivity and the target conductivity, the normality and the stability of the insulation resistance of the whole vehicle are maintained, when the current working condition is a running state, the actual regulation rate of the deionization component is matched through the conductivity change rate, the increase of the running time can be effectively controlled, the condition of the conductivity is increased, the normality and the stability of the insulation resistance of the whole vehicle are maintained, when the current working condition is a shutdown state, the actual regulation rate of the deionization component is matched through the difference value of the actual conductivity and the preset conductivity, the long-time parking of the vehicle can be avoided, the conductivity is too high, the insulation resistance of the policy is too low, the problems of electric shock safety hidden danger and the like exist, and the normality and the stability of the conductivity after the vehicle is parked for a long time are guaranteed.
3. According to the embodiment of the application, the insulation resistance value of the water heat management loop can be obtained through initial conductivity calculation, the insulation resistance value of the whole vehicle is calculated by combining the insulation resistance value of the shell part and the high-voltage electrical framework of the vehicle, whether the electric leakage fault exists or not is further judged, and the problem of false alarm of the insulation fault caused by the fact that the insulation resistance value is pulled down by the fuel cell system in the starting process of the fuel cell system can be effectively avoided.
4. The embodiment of the application can utilize the detection value of the filtering insulation resistance value, and effectively solves the problem that the insulation resistance value is lowered when a high-voltage bus is merged into the end of the whole vehicle, so that the problem of fault misinformation is generated, and the normal starting of a fuel cell system is ensured.
5. The embodiment of the application can determine whether the deionization component has a fault through the conductivity reduction rate, and generates a replacement prompt when the deionization component has the fault, so that a user can be reminded to replace the deionization component in time, the deionization component fault can be eliminated, and the use experience of the user is improved.
Therefore, the technical problems that the insulation resistance of a fuel cell automobile is unstable, the ion concentration in a cooling loop is easy to rise, the conductivity is too large, the insulation resistance is reduced, the potential safety hazard of the automobile is caused and the like are solved.
Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.
Drawings
The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a hardware block diagram of a fuel cell hydrothermal management system provided in accordance with a particular embodiment;
FIG. 2 is a high voltage electrical block diagram of a fuel cell vehicle provided in accordance with an exemplary embodiment;
fig. 3 is a flowchart of an insulation resistance value control method of a fuel cell vehicle according to an embodiment of the present application;
FIG. 4 is a logic diagram of an embodiment of a fuel cell vehicle power-on state control scheme according to an exemplary embodiment;
FIG. 5 is a logic diagram of an embodiment of a fuel cell vehicle operating condition control scheme according to an exemplary embodiment;
FIG. 6 is a logic diagram of an embodiment of a fuel cell vehicle shutdown state control scheme according to an exemplary embodiment;
FIG. 7 is a graph of conductivity change MAP (Mean Average Precision) based on time and water temperature provided in accordance with an example embodiment;
FIG. 8 is a logic diagram of an embodiment of a start-up state control scheme for a fuel cell vehicle according to an exemplary embodiment;
fig. 9 is an example diagram of an insulation resistance value control apparatus of a fuel cell vehicle according to an embodiment of the present application;
fig. 10 is a schematic structural diagram of a vehicle according to an embodiment of the present application.
Description of the reference numerals: the system comprises a fuel cell thermal management connecting pipeline-1, a main water pump-2, a fuel cell thermal management connecting pipeline-3, a deionizer-4, a radiator-5, a three-way valve-6, a fuel cell thermal management connecting pipeline-7, an intercooler-8, a stack module-9, a PTC (Positive Temperature Coefficient) and warm air module-10, an auxiliary water pump-11, a four-way valve-12, a fuel cell thermal management connecting pipeline-13, a fuel cell thermal management connecting pipeline-14, a fuel cell thermal management connecting pipeline-15, an ion concentration sensor-16, a stack outlet water Temperature sensor-17, a fuel cell system-18, a Driving motor module-19, a stack DC (Driving Circuit) pressure regulating module-21, a vehicle body DC pressure regulating module-22, a vehicle body DC pressure regulating module-23, a power cell module-24, a detection module-100, a judgment module-200, an execution module-300, a memory-1001, a processor-1002 and a communication interface-1003.
Detailed Description
Reference will now be made in detail to the embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative and intended to explain the present application and should not be construed as limiting the present application.
An insulation resistance value control method, device, vehicle, and storage medium of a fuel cell automobile according to an embodiment of the present application are described below with reference to the accompanying drawings. In view of the above-mentioned problems in the background art, the present application provides an insulation resistance control method for a fuel cell vehicle, in which an actual conductivity of a hydrothermal management loop is detected, an insulation resistance of a fuel cell system is calculated according to the actual conductivity, whether the insulation resistance is smaller than a preset resistance corresponding to a current operating state of the fuel cell vehicle is determined, if the insulation resistance is smaller than the preset resistance corresponding to the current operating state, an deionization unit is controlled to operate according to a control strategy corresponding to the current operating state, and until the insulation resistance is greater than or equal to the preset resistance corresponding to the current operating state, the deionization unit is controlled to stop operating. Therefore, the problems that the insulation resistance of a fuel cell automobile is unstable, the ion concentration in a cooling loop is easy to rise, the conductivity is too large, the insulation resistance is reduced, and the potential safety hazard of the automobile is caused are solved.
The fuel cell automobile comprises a fuel cell system and a water heat management loop of the fuel cell system, wherein a deionization component is arranged in the water heat management loop, in the following embodiment, the heat management loop takes a fuel cell cooling loop shown in fig. 1 as an example, wherein the deionization component takes a deionizer, a water pump and an auxiliary water pump shown in fig. 1 as an example, and the deionizer, the water pump and the auxiliary water pump form a deionization loop.
As shown in fig. 1, the fuel cell system includes: the system comprises a fuel cell thermal management connecting pipeline 1, a main water pump 2, a fuel cell thermal management connecting pipeline 3, a deionizer 4, a radiator 5, a three-way valve 6, a fuel cell thermal management connecting pipeline 7, an intercooler 8, a stack module 9, a PTC and warm air module 10, an auxiliary water pump 11, a four-way valve 12, a fuel cell thermal management connecting pipeline 13, a fuel cell thermal management connecting pipeline 14, a fuel cell thermal management connecting pipeline 15, an ion concentration sensor 16 and a stack outlet water temperature sensor 17, wherein ions are separated out from the components such as the radiator 5, the intercooler 8, the connecting pipeline 1, the connecting pipeline 3, the connecting pipeline 7, the connecting pipeline 13 and the connecting pipeline 14, and the ion concentration of a cooling loop is gradually increased along with the extension of working time and the increase of the temperature of cooling liquid, so that the insulation value of a fuel cell system is reduced. Therefore, in order to stabilize the insulation resistance value, a deionization unit may be disposed in the fuel cell cooling circuit.
Based on the above fuel cell system, a high-voltage electrical architecture of a fuel cell vehicle is shown in fig. 2, and includes: fuel cell system 18, driving motor module 19, pile module 9, pile DC voltage regulation module 21, battery DC voltage regulation module 22, automobile body 23 and power battery module 24, in the whole high-voltage electric return circuit, all electric modules pass through the shell and are connected with automobile body 23 and ground connection, wherein, power battery module 24 possesses insulating resistance monitoring function, detect the whole car insulation resistance between positive and negative high-voltage bus to the automobile body, incorporate fuel cell system 18 into whole car return circuit through output high-voltage bus, then produce the influence to the change of whole car insulation resistance.
Based on the above fuel cell system and architecture, the insulation resistance value control method of a fuel cell vehicle will be explained below, and as shown in fig. 3, the insulation resistance value control method of a fuel cell vehicle includes the following steps:
in step S101, the actual conductivity of the water thermal management loop is detected.
It is understood that the embodiments of the present application can utilize an ac bridge method to detect the actual conductivity, specifically: the conductivity was determined by measuring the conductance G of the solution and the conductivity cell constant Q of the solution, using the formula K = G x Q.
It should be noted that, the embodiment of the present application may also detect the actual conductivity in other ways, and is not limited in particular.
In step S102, an insulation resistance value of the fuel cell system is calculated according to the actual conductivity, and whether the insulation resistance value is smaller than a preset resistance value corresponding to the current working state of the fuel cell vehicle is determined.
The preset resistance value can be set according to the actual condition of the current working state, and is not particularly limited.
It can be understood that, in the embodiment of the present application, the insulation resistance value of the fuel cell system can be obtained by using the actual conductivity calculation, and the preset resistance value corresponding to the current working state of the fuel cell vehicle is determined, so as to provide a data reference for adjusting the insulation resistance value.
In step S103, if the insulation resistance value is smaller than the preset resistance value corresponding to the current working state, the deionization unit is controlled to operate according to the control strategy corresponding to the current working state, and until the insulation resistance value is greater than or equal to the preset resistance value corresponding to the current working state, the deionization unit is controlled to stop operating.
The control strategy may be formulated according to actual situations, and will be described in detail in the following embodiments, which are not described herein.
It can be understood that, when the insulation resistance value is smaller than the preset resistance value, the deionization component can be controlled to adjust the insulation resistance value according to the corresponding control strategy until the insulation resistance value is larger than or equal to the preset resistance value, the insulation resistance value can be adjusted through the deionization component, the normality and the stability of the insulation resistance value can be effectively maintained, and the vehicle using safety of a user is improved.
Optionally, in an embodiment of the present application, if the current operating state is an on state, before detecting the actual conductivity of the water thermal management loop, the method further includes: checking the conductivity of the hydrothermal management loop to obtain initial conductivity; calculating the insulation resistance value of the hydrothermal management loop according to the initial conductivity; calculating the insulation resistance value of the shell part according to the insulation resistance values of all parts of the fuel cell system to the ground, and calculating the insulation resistance value of the whole vehicle after the fuel cell system is connected into the whole vehicle according to the insulation resistance value of the hydrothermal management loop, the insulation resistance value of the shell part and the high-voltage electrical architecture of the vehicle; if the insulation resistance value of the whole vehicle is larger than the detection value of the insulation resistance value detection module, the fact that an electric leakage fault exists when the whole vehicle is electrified is judged, the whole vehicle is forbidden to be electrified while an electric leakage prompt is generated, and otherwise the actual conductivity of the water heat management loop is detected.
The initial conductivity may be a conductivity obtained by detecting the hydrothermal management loop upon startup.
It can be understood that the insulation resistance value of the water heat management loop can be obtained through calculation of the initial conductivity, the insulation resistance value of the shell part and the insulation resistance value of the whole vehicle are calculated by combining the insulation resistance value of the shell part and the high-voltage electrical framework of the vehicle, whether the electric leakage fault exists or not is further judged, and the problem of false alarm of the insulation fault caused by the fact that the insulation resistance value is pulled down by the fuel cell system in the starting process of the fuel cell system can be effectively solved.
Specifically, as shown in fig. 4, if it is determined that the fuel cell vehicle is in the vehicle power-on state, the conductivity of the fuel cell system loop is detected upon starting up, the initial conductivity is determined, and the insulation resistance value of the fuel cell system under the actual conductivity is obtained through calculation according to the series/parallel relationship of the water loop, where the insulation resistance value is calculated by referring to: r = L/(sigma S), wherein R is the insulation resistance value of the section of the water path, L is the length of the section of the water path, sigma is the actual conductivity, and S is the sectional area of the current water path.
Optionally, in an embodiment of the present application, the current working state includes a power-on state, an operating state, and a power-off state, and the controlling the deionization unit to work according to a control policy corresponding to the current working state includes: if the current working state is a starting state, matching the actual regulation rate of the deionization assembly according to the difference value of the actual conductivity and the target conductivity, and controlling the deionization assembly to carry out deionization regulation according to the actual regulation rate; if the current working state is the running state, calculating the conductivity change rate according to the conductivity data in the preset time, matching the actual regulation rate of the deionization component according to the conductivity change rate, and controlling the deionization component to carry out deionization regulation according to the actual regulation rate; and if the current working state is a shutdown state, determining the preset conductivity during parking according to the change relation between the temperature of the cooling liquid and the parking time when the whole vehicle is parked, matching the actual regulation rate of the deionization component based on the difference value between the actual conductivity and the preset conductivity, and controlling the deionization component to carry out deionization regulation according to the actual regulation rate.
The target conductivity may be set according to an actual situation in the power-on state, and is not particularly limited.
The temperature of the cooling liquid and the parking time may be set according to actual conditions, such as, for example, the temperature is 30 ℃, 20 ℃, and the like, and the parking time is, for example, 20 days, 30 days, and the like, and are not particularly limited.
It can be understood that, when the current working state is the power-on state, the actual adjusting speed of the deionization assembly is matched through the difference value of the actual conductivity and the target conductivity, so that the normal and stable insulation resistance of the whole vehicle is maintained, and when the current working state is the running state, the actual adjusting speed of the deionization assembly is matched through the conductivity change speed, so that the condition that the conductivity is increased along with the increase of the running time can be effectively controlled, the normal and stable insulation resistance of the whole vehicle is maintained.
Specifically, if the insulation resistance value and the conductivity of the whole vehicle are verified to be qualified, whether the insulation resistance value corresponding to the conductivity of the current fuel cell system is lower than a calibration value prestored in the system or not is judged, if the insulation resistance value is lower than the prestored calibration value, a certain time is delayed, the deionizer loop is operated, if the three-way valve is opened, the rotating speed of a deionization loop water pump is adjusted according to the difference value between the actual conductivity and the target conductivity, and the like until the estimated insulation resistance value is higher than the calibration preset value.
As shown in fig. 5, in the operation process of the fuel cell system, the conductivity changes along with the increase of the operation time and the change of the water temperature, so that the conductivity needs to be periodically executed and monitored, and the conductivity change rate is calculated according to the change of the conductivity and the time, so as to adjust the rotation speed of the auxiliary water pump in the deionization circuit, and ensure that the insulation resistance of the whole vehicle is stabilized within a specified range in the operation process.
As shown in fig. 6, in the process of switching the fuel cell system from the operating state to the shutdown state, by detecting the conductivity of the fuel cell circuit, after the fuel cell system receives an instruction of shutdown of the entire vehicle, the fuel cell system allows the entire vehicle to be powered down at a high voltage, so as to avoid the problem that after the vehicle is parked for a long time and when the vehicle is used next time, the insulation of the entire vehicle on the vehicle is too low due to too high conductivity, which may cause safety accidents such as electric shock.
Therefore, in the shutdown process of the fuel cell system, the embodiment of the present application may enable the deionization circuit to work for a period of time in advance, so as to reduce the actual conductivity to a certain value, and the specific determination operation method is as follows:
according to the actual conductivity, the temperature of the coolant at the time of parking is estimated, for example, 30 ℃, 20 ℃, and the like, and in an extreme case, 40 ℃, for example, the change relationship between the temperature and the parking time is as shown in fig. 7, fig. 7 can be obtained according to a subsystem bench test, a preset conductivity value is found according to the temperature, and deionization is performed by using the preset conductivity value, so that it can be ensured that the conductivity of the fuel cell system after long-term parking is also smaller than a calibration limit value, wherein the deionization loop operates in the following manner: and dynamically adjusting according to the difference between the actual conductivity and the preset conductivity.
Optionally, in an embodiment of the present application, when the detaching module time is controlled according to a control strategy corresponding to the current operating state, the method further includes: acquiring the conductivity reduction rate of the hydrothermal management loop; and if the conductivity reduction rate is less than the preset rate, generating a replacement prompt of the deionization component.
The preset rate may be specifically set according to an actual situation, and is not specifically limited.
It can be understood that whether the deionization component has a fault or not can be determined through the conductivity reduction rate, and when the deionization component has the fault, a replacement prompt is generated, so that a user can be reminded of replacing the deionization component in time, the deionization component fault can be eliminated, and the use experience of the user is improved.
Optionally, in an embodiment of the application, if the current operating state is a power-on state, after the insulation resistance value is greater than or equal to a preset resistance value corresponding to the current operating state, the method further includes: and filtering the detection value of the insulation resistance value detection module to start the fuel cell system.
It can be understood that the detection value of the insulation resistance value detection module can be filtered, the problem of fault misinformation caused by that the insulation resistance value is lowered when the high-voltage bus is merged into the whole vehicle end is effectively solved, and therefore the normal starting of the fuel cell system is ensured.
Specifically, as shown in fig. 8, if the fuel cell system is in the starting process, the insulation resistance of the fuel cell system is influenced by the DC internal structure during the process of being incorporated into the whole vehicle, so that the insulation resistance detected by the power cell end is instantly pulled low, but the insulation resistance and the conductivity of the fuel cell end are mutually verified, so that the whole vehicle end can be understood as a fixed insulation resistance, and it is determined that the insulation resistance can be a calculated value, and the insulation resistance detected in the process is filtered to ensure the normal starting of the fuel cell system. Therefore, the problem of false alarm caused by low insulation resistance when the high-voltage bus is merged into the whole vehicle end after the DC relay of part of the fuel cell system is closed can be solved by the method.
According to the insulation resistance control method of the fuel cell vehicle, provided by the embodiment of the application, the actual conductivity of the water thermal management loop is detected, the insulation resistance of the fuel cell system is calculated according to the actual conductivity, whether the insulation resistance is smaller than the preset resistance corresponding to the current working state of the fuel cell vehicle is judged, if the insulation resistance is smaller than the preset resistance corresponding to the current working state, the deionization component is controlled to work according to the control strategy corresponding to the current working state, and the deionization component is controlled to stop working until the insulation resistance is larger than or equal to the preset resistance corresponding to the current working state. Therefore, the problems that the insulation resistance of a fuel cell automobile is unstable, the ion concentration in a cooling loop is easy to rise, the conductivity is too large, the insulation resistance is reduced, and the potential safety hazard of the automobile is caused are solved.
Next, an insulation resistance value control apparatus for a fuel cell vehicle according to an embodiment of the present application is described with reference to the drawings, where the fuel cell vehicle includes a fuel cell system and a water heat management circuit of the fuel cell system, and the water heat management circuit is provided with an deionization unit.
Fig. 9 is a block diagram schematically showing an insulation resistance value control apparatus of a fuel cell vehicle according to an embodiment of the present application.
As shown in fig. 9, the insulation resistance value control device 10 of the fuel cell vehicle includes: a detection module 100, a judgment module 200 and an execution module 300.
The detection module 100 is configured to detect an actual conductivity of the water thermal management loop; the judging module 200 is used for calculating the insulation resistance value of the fuel cell system according to the actual conductivity and judging whether the insulation resistance value is smaller than a preset resistance value corresponding to the current working state of the fuel cell vehicle; and the execution module 300 is configured to, if the insulation resistance value is smaller than the preset resistance value corresponding to the current working state, control the deionization unit to work according to the control strategy corresponding to the current working state, and control the deionization unit to stop working until the insulation resistance value is greater than or equal to the preset resistance value corresponding to the current working state.
Optionally, in an embodiment of the present application, the current working state includes a power-on state, a running state, and a power-off state, and the executing module 300 is further configured to: if the current working state is a starting state, matching the actual regulation rate of the deionization assembly according to the difference value of the actual conductivity and the target conductivity, and controlling the deionization assembly to carry out deionization regulation according to the actual regulation rate; if the current working state is the running state, calculating the conductivity change rate according to the conductivity data in the preset time, matching the actual regulation rate of the deionization component according to the conductivity change rate, and controlling the deionization component to carry out deionization regulation according to the actual regulation rate; and if the current working state is a shutdown state, determining the preset conductivity during parking according to the change relation between the temperature of the cooling liquid and the parking time when the whole vehicle is parked, matching the actual regulation rate of the deionization component based on the difference value between the actual conductivity and the preset conductivity, and controlling the deionization component to carry out deionization regulation according to the actual regulation rate.
Optionally, in an embodiment of the present application, the apparatus 10 of the embodiment of the present application further includes: and (5) a checking module.
The calibration module is used for calibrating the conductivity of the hydrothermal management loop before detecting the actual conductivity of the hydrothermal management loop if the current working state is the starting state, so as to obtain the initial conductivity; calculating the insulation resistance value of the hydrothermal management loop according to the initial conductivity; calculating the insulation resistance value of the shell part according to the insulation resistance values of all parts of the fuel cell system to the ground, and calculating the insulation resistance value of the whole vehicle after the fuel cell system is connected to the whole vehicle according to the insulation resistance value of the hydrothermal management loop, the insulation resistance value of the shell part and the high-voltage electrical framework of the vehicle; if the insulation resistance value of the whole vehicle is larger than the detection value of the insulation resistance value detection module, the fact that an electric leakage fault exists when the whole vehicle is electrified is judged, the whole vehicle is forbidden to be electrified while an electric leakage prompt is generated, and otherwise the actual conductivity of the water heat management loop is detected.
Optionally, in an embodiment of the present application, the apparatus 10 of the embodiment of the present application further includes: and a filtering module.
And the filtering module is used for filtering the detection value of the insulation resistance value detection module to start the fuel cell system after the insulation resistance value is greater than or equal to the preset resistance value corresponding to the current working state if the current working state is the starting state.
Optionally, in an embodiment of the present application, the apparatus 10 of the embodiment of the present application further includes: and generating a module.
The generating module is used for controlling the working hours of the deionization assembly according to a control strategy corresponding to the current working state and acquiring the conductivity reduction rate of the water heat management loop; and if the conductivity reduction rate is less than the preset rate, generating a replacement prompt of the deionization component.
It should be noted that the explanation of the embodiment of the insulation resistance value control method for a fuel cell vehicle is also applicable to the insulation resistance value control device for a fuel cell vehicle of the embodiment, and is not repeated herein.
According to the insulation resistance control device of the fuel cell automobile, the actual conductivity of the water heat management loop is detected, the insulation resistance of the fuel cell system is calculated according to the actual conductivity, whether the insulation resistance is smaller than the preset resistance corresponding to the current working state of the fuel cell automobile or not is judged, if the insulation resistance is smaller than the preset resistance corresponding to the current working state, the deionization component is controlled to work according to the control strategy corresponding to the current working state, and the deionization component is controlled to stop working until the insulation resistance is larger than or equal to the preset resistance corresponding to the current working state. Therefore, the problems that the insulation resistance of a fuel cell automobile is unstable, the ion concentration in a cooling loop is easy to rise, the conductivity is too large, the insulation resistance is reduced, and the potential safety hazard of the automobile is caused are solved.
Fig. 10 is a schematic structural diagram of a vehicle according to an embodiment of the present application. The vehicle may include:
The processor 1002 executes the program to implement the insulation resistance value control method of the fuel cell vehicle provided in the above-described embodiment.
Further, the vehicle further includes:
a communication interface 1003 for communicating between the memory 1001 and the processor 1002.
A memory 1001 for storing computer programs that may be run on the processor 1002.
The Memory 1001 may include a high-speed RAM (Random Access Memory) Memory, and may also include a nonvolatile Memory such as at least one disk Memory.
If the memory 1001, the processor 1002, and the communication interface 1003 are implemented independently, the communication interface 1003, the memory 1001, and the processor 1002 may be connected to each other through a bus and perform communication with each other. The bus may be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component interconnect) bus, an EISA (Extended Industry Standard Architecture) bus, or the like. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is shown in FIG. 10, but that does not indicate only one bus or one type of bus.
Optionally, in a specific implementation, if the memory 1001, the processor 1002 and the communication interface 1003 are integrated on one chip, the memory 1001, the processor 1002 and the communication interface 1003 may complete communication therebetween through an internal interface.
The processor 1002 may be a Central Processing Unit (CPU), an Application Specific Integrated Circuit (ASIC), or one or more Integrated circuits configured to implement embodiments of the present Application.
An embodiment of the present application also provides a computer-readable storage medium on which a computer program is stored, which, when executed by a processor, implements the insulation resistance value control method of a fuel cell vehicle as above.
In the description of the present specification, reference to the description of "one embodiment," "some embodiments," "an example," "a specific example," or "some examples" or the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Moreover, various embodiments or examples and features of various embodiments or examples described in this specification can be combined and combined by one skilled in the art without being mutually inconsistent.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "N" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more N executable instructions for implementing steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of implementing the embodiments of the present application.
It should be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a programmable gate array, a field programmable gate array, or the like.
It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware that is related to instructions of a program, and the program may be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.
Although embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application, and that variations, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present application.
Claims (10)
1. An insulation resistance value control method of a fuel cell vehicle, the fuel cell vehicle comprising a fuel cell system and a water heat management circuit of the fuel cell system, and a deionization unit being provided in the water heat management circuit, wherein the method comprises the steps of:
detecting an actual conductivity of the water thermal management loop;
calculating the insulation resistance value of the fuel cell system according to the actual conductivity, and judging whether the insulation resistance value is smaller than a preset resistance value corresponding to the current working state of the fuel cell automobile;
and if the insulation resistance value is smaller than the preset resistance value corresponding to the current working state, controlling the deionization assembly to work according to the control strategy corresponding to the current working state, and controlling the deionization assembly to stop working until the insulation resistance value is larger than or equal to the preset resistance value corresponding to the current working state.
2. The method according to claim 1, wherein the current operating state includes a power-on state, an operating state and a power-off state, and the controlling the deionization module to operate according to the control strategy corresponding to the current operating state includes:
if the current working state is the starting-up state, matching the actual regulation rate of the deionization component according to the difference value of the actual conductivity and the target conductivity, and controlling the deionization component to carry out deionization regulation according to the actual regulation rate;
if the current working state is the running state, calculating a conductivity change rate according to conductivity data in preset time, matching an actual regulation rate of the deionization assembly according to the conductivity change rate, and controlling the deionization assembly to carry out deionization regulation according to the actual regulation rate;
and if the current working state is a shutdown state, determining the preset conductivity during parking according to the change relation between the temperature of the cooling liquid and the parking time during parking of the whole vehicle, and controlling the deionization component to carry out deionization adjustment according to the actual adjustment rate based on the fact that the difference value of the actual conductivity and the preset conductivity is matched with the actual adjustment rate of the deionization component.
3. The method of claim 2, wherein if the current operating state is the power-on state, prior to detecting the actual conductivity of the hydrothermal management loop, further comprising:
the conductivity of the hydrothermal management loop is checked to obtain the initial conductivity;
calculating the insulation resistance value of the hydrothermal management loop according to the initial conductivity;
calculating the insulation resistance value of a shell part according to the ground insulation resistance values of all parts of the fuel cell system, and calculating the insulation resistance value of the whole vehicle after the fuel cell system is connected into the whole vehicle according to the insulation resistance value of the hydrothermal management loop, the insulation resistance value of the shell part and the high-voltage electrical architecture of the vehicle;
if the insulation resistance value of the whole vehicle is larger than the detection value of the insulation resistance value detection module, judging that an electric leakage fault exists when the whole vehicle is electrified, generating an electric leakage prompt, forbidding the whole vehicle to be electrified, and otherwise, detecting the actual conductivity of the water heat management loop.
4. The method according to claim 2, wherein if the current operating state is the power-on state, after the insulation resistance value is greater than or equal to a preset resistance value corresponding to the current operating state, the method further comprises:
and filtering the detection value of the insulation resistance value detection module to start the fuel cell system.
5. The method of claim 1, wherein, in controlling the detach component man-hour according to the control strategy corresponding to the current working state, further comprising:
acquiring a conductivity reduction rate of the hydrothermal management loop;
and if the conductivity reduction rate is less than a preset rate, generating a replacement prompt of the deionization assembly.
6. An insulation resistance value control apparatus of a fuel cell vehicle, the fuel cell vehicle including a fuel cell system and a water heat management circuit of the fuel cell system, and a deionization unit provided in the water heat management circuit, wherein the apparatus comprises:
the detection module is used for detecting the actual conductivity of the water heat management loop;
the judging module is used for calculating the insulation resistance value of the fuel cell system according to the actual conductivity and judging whether the insulation resistance value is smaller than a preset resistance value corresponding to the current working state of the fuel cell automobile;
and the execution module is used for controlling the deionization component to work according to a control strategy corresponding to the current working state if the insulation resistance value is smaller than a preset resistance value corresponding to the current working state, and controlling the deionization component to stop working until the insulation resistance value is larger than or equal to the preset resistance value corresponding to the current working state.
7. The apparatus of claim 6, wherein the current operating state comprises a power-on state, a running state, and a power-off state, and wherein the execution module is further configured to:
if the current working state is the starting state, matching the actual regulation rate of the deionization assembly according to the difference value of the actual conductivity and the target conductivity, and controlling the deionization assembly to carry out deionization regulation according to the actual regulation rate;
if the current working state is the running state, calculating a conductivity change rate according to conductivity data in preset time, matching an actual regulation rate of the deionization assembly according to the conductivity change rate, and controlling the deionization assembly to carry out deionization regulation according to the actual regulation rate;
and if the current working state is a shutdown state, determining the preset conductivity during parking according to the change relation between the temperature of the cooling liquid and the parking time during parking of the whole vehicle, and controlling the deionization component to carry out deionization adjustment according to the actual adjustment rate based on the fact that the difference value of the actual conductivity and the preset conductivity is matched with the actual adjustment rate of the deionization component.
8. The apparatus of claim 7, further comprising:
the calibration module is used for calibrating the conductivity of the hydrothermal management loop before detecting the actual conductivity of the hydrothermal management loop to obtain the initial conductivity if the current working state is the starting state; calculating the insulation resistance value of the water heat management loop according to the initial conductivity; calculating the insulation resistance value of a shell part according to the ground insulation resistance values of all parts of the fuel cell system, and calculating the insulation resistance value of the whole vehicle after the fuel cell system is connected into the whole vehicle according to the insulation resistance value of the hydrothermal management loop, the insulation resistance value of the shell part and the high-voltage electrical architecture of the vehicle; if the insulation resistance value of the whole vehicle is larger than the detection value of the insulation resistance value detection module, judging that an electric leakage fault exists when the whole vehicle is electrified, generating an electric leakage prompt, forbidding the whole vehicle to be electrified, and otherwise, detecting the actual conductivity of the water heat management loop.
9. A vehicle, characterized by comprising:
a fuel cell system and a water heat management circuit of the fuel cell system;
a deionization assembly disposed in the water heat management loop for removing ions in the water heat management loop;
a controller for detecting an actual conductivity of the water thermal management loop; calculating the insulation resistance value of the fuel cell system according to the actual conductivity, and judging whether the insulation resistance value is smaller than a preset resistance value corresponding to the current working state of the fuel cell automobile; and if the insulation resistance value is smaller than the preset resistance value corresponding to the current working state, controlling the deionization assembly to work according to the control strategy corresponding to the current working state, and controlling the deionization assembly to stop working until the insulation resistance value is larger than or equal to the preset resistance value corresponding to the current working state.
10. A computer-readable storage medium on which a computer program is stored, characterized in that the program is executed by a processor for implementing the insulation resistance value control method of a fuel cell vehicle according to any one of claims 1 to 5.
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| CN202211398440.8A CN115911453A (en) | 2022-11-09 | 2022-11-09 | Insulation resistance value control method and device for fuel cell vehicle, vehicle and medium |
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| CN202211398440.8A CN115911453A (en) | 2022-11-09 | 2022-11-09 | Insulation resistance value control method and device for fuel cell vehicle, vehicle and medium |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN117332740A (en) * | 2023-12-01 | 2024-01-02 | 武汉氢能与燃料电池产业技术研究院有限公司 | Fuel cell system insulation design method and device and electronic equipment |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN117332740A (en) * | 2023-12-01 | 2024-01-02 | 武汉氢能与燃料电池产业技术研究院有限公司 | Fuel cell system insulation design method and device and electronic equipment |
| CN117332740B (en) * | 2023-12-01 | 2024-02-23 | 武汉氢能与燃料电池产业技术研究院有限公司 | Fuel cell system insulation design method and device and electronic equipment |
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