CN112259759A

CN112259759A - Fuel cell engine

Info

Publication number: CN112259759A
Application number: CN202011151360.3A
Authority: CN
Inventors: 周磊
Original assignee: Jiangsu Qingneng Power Technology Co ltd
Current assignee: Haisheng Hydrogen Energy Automobile Co., Ltd; Jiangsu Qingneng Power Technology Co.,Ltd.
Priority date: 2020-10-25
Filing date: 2020-10-25
Publication date: 2021-01-22
Anticipated expiration: 2040-10-25
Also published as: CN112259759B

Abstract

The invention discloses a fuel cell engine, comprising: temperature control subsystem, ECU subsystem, confession hydrogen subsystem and oxygen supply subsystem, wherein, oxygen supply subsystem still includes the galvanic pile subsystem of sweeping of integration on the intercooler, and galvanic pile subsystem of sweeping includes: the hydrogen concentration sensor, the pile purging pier head and the first electromagnetic valve enable the pipe orifice of the pile purging pier head to be connected with the gas outlet of the fuel cell pile in the direction of the pipe orifice, and the hydrogen concentration sensor, the pile purging pier head and the first electromagnetic valve are used for purging hydrogen in a cavity defined between the fuel cell pile shell and the pile body. The invention can manage the hydrogen concentration between the galvanic pile body and the galvanic pile shell, and effectively prevent explosion hazard caused by hydrogen aggregation; processing and material use are reduced, and development cost is reduced; when the system runs for a long time, the system is more stable, and the failure probability is reduced.

Description

Fuel cell engine

Technical Field

The invention relates to the field of fuel cells, in particular to the technology of a fuel cell engine.

Background

A fuel cell is a device that directly converts chemical energy of fuel into electrical energy, and only an electrochemical reaction occurs without a combustion process. The engine will potentially have high reliability and long life, and the fuel cell will produce water when fueled by hydrogen and oxygen, be non-polluting and be recyclable. The fuel cell has the advantages of high efficiency, no pollution, long service life, high reliability and the like, can be used as a substitute product of an automobile internal combustion engine, and can also be applied to a small centralized power supply or distributed power supply system. Because the fuel cell directly converts chemical energy into electric energy, the efficiency of the fuel cell is far higher than that of an internal combustion engine, and the fuel cell is a green and environment-friendly energy source and has great development potential and application prospect.

However, since hydrogen is a flammable and explosive gas, the safety of the fuel cell engine is of paramount importance. Particularly, for the vehicle-mounted fuel cell engine, since the vehicle has a long operation time and a complicated road condition, there is an urgent need in the art to develop a vehicle-mounted fuel cell engine having high safety performance.

Disclosure of Invention

The invention aims to provide a vehicle-mounted fuel cell engine with high safety performance.

In a first aspect of the present invention, there is provided a fuel cell engine comprising:

a temperature control subsystem, an ECU subsystem, a hydrogen supply subsystem and an oxygen supply subsystem,

the temperature control subsystem includes: the fuel cell system comprises a deionization filter, a heater and a radiator, and further comprises a first DC/DC module and a second DC/DC module, wherein the first DC/DC module is used for converting the output voltage of a fuel cell stack to a load voltage platform of the whole vehicle, and the second DC/DC module is used for reducing the voltage of a bus to the voltage platform of an electric appliance of each subsystem of a fuel cell engine;

the hydrogen supply subsystem includes: the hydrogen heat exchanger comprises a hydrogen inlet high-pressure component, a hydrogen heat exchange component, a hydrogen water distribution component, a hydrogen backflow component, a hydrogen buffering component and a hydrogen tail exhaust component;

the oxygen supply subsystem includes: an air filter, an air compressor, an intercooler and a humidifier;

wherein, the oxygen supply subsystem still includes: and the stack purging subsystem is integrated on the intercooler and is used for purging hydrogen in a cavity defined between the fuel cell stack shell and the stack body.

In another preferred example, the stack purge subsystem includes: the pile sweeps the pier nose, the pile sweep the pier nose set up in the intercooler is close to on the inclined plane of air outlet.

In another preferred example, the stack purge pier has a 90 ° bend structure near the air outlet, so that the branched air flow path for purge is orthogonal to the air flow path in the intercooler, and the nozzle of the stack purge pier is oriented to be capable of connecting with the air outlet of the fuel cell stack.

In another preferred example, the inner diameter of the pile purge pier is configured such that the flow rate of the split air is 1-5%, preferably 1.5-3% of the air rate of the intercooler.

In another preferred embodiment, the inner diameter of the pile blowing pier head is 5mm to 10mm, preferably 5mm to 7 mm.

In another preferred example, a first electromagnetic valve is connected to the pile blowing pier head, and the first electromagnetic valve is electrically connected to the ECU subsystem and is controlled by the ECU subsystem through a switch.

In another preferred example, the stack purging subsystem further includes: and the hydrogen concentration sensor is arranged at a ventilation outlet of the fuel cell stack and used for detecting the hydrogen concentration of a cavity between the fuel cell stack body and the stack shell.

In another preferred example, the hydrogen concentration sensor is connected with the ECU subsystem through a CAN bus, and the ECU subsystem compares the hydrogen concentration value with a preset threshold value, and generates a multi-stage execution command through the CAN to control the on/off and opening states of the first electromagnetic valve.

In another preferred example, the intercooler further includes: and the temperature and pressure sensor is arranged on the intercooler and used for detecting the temperature and the pressure of an air outlet of the intercooler.

In another preferred embodiment, an emergency exhaust pier head is further arranged on the intercooler, the emergency exhaust pier head is connected with a second electromagnetic valve, and the emergency exhaust pier head is connected with the second electromagnetic valve through a pipeline.

In another preferred example, the second electromagnetic valve is electrically connected to the ECU subsystem and is controlled by the ECU subsystem switch.

In another preferred example, the ECU subsystem generates a multi-stage execution command through the CAN according to the temperature and/or pressure parameters monitored by the temperature and pressure sensor and compares the temperature and/or pressure parameters with a preset threshold value, and controls the opening and closing and opening states of the second electromagnetic valve.

In another preferred example, the fuel cell engine is a vehicle-mounted fuel cell engine.

It is to be understood that within the scope of the present invention, the above-described features of the present invention and those specifically described below (e.g., in the examples) may be combined with each other to form new or preferred embodiments. Not to be reiterated herein, but to the extent of space.

Drawings

Fig. 1 is a structural view of an intercooler of a fuel cell engine according to the present invention.

Fig. 2 is a stack purge subsystem control diagram of a fuel cell engine according to the present invention.

Description of reference numerals:

1-electric pile

2-air compressor

3-intercooler

31-electric pile purging pier head

311-first solenoid valve

32-emergency exhaust pier head

321-second electromagnetic valve

33-temperature and pressure sensor

34-air intake

35-air Outlet

36-cooling fluid inlet

37-coolant outlet

4-humidifier

5-ECU subsystem

Detailed Description

The present inventors have made extensive and intensive studies and, for the first time, have developed a fuel cell engine having a novel structure. The fuel cell engine is provided with the additional electric pile purging subsystem, and the electric pile purging subsystem is integrated on the intercooler and used for purging hydrogen in a cavity defined between the fuel cell electric pile shell and the electric pile body, so that potential safety hazards are further eliminated, and the safety of the fuel cell engine is improved. In addition, the safety of the fuel cell engine is further improved by further arranging a temperature and pressure sensor in the intercooler and monitoring the temperature and/or pressure of the intercooler, so that emergency exhaust is carried out through the emergency exhaust pipeline under the necessary condition. The present invention has been completed based on this finding.

Specifically, the inventor finds that in the research and development process, three cavities are formed in the stack body, and hydrogen and oxygen react in the stack body. Due to the strong diffusibility of hydrogen, a part of hydrogen can seep out in some cases in the reaction process, so that the hydrogen concentration of the cavity between the pile body and the pile shell is higher and higher. According to the description of the relevant standards, hydrogen is a flammable and explosive gas, and if the hydrogen is accumulated and the volume concentration reaches 4-75%, the danger of combustion and even explosion exists. Therefore, the inventor integrates the stack purging subsystem on the intercooler by arranging the additional stack purging subsystem and optimizing the design, so that the fuel cell engine with more excellent safety performance is obtained.

The fuel system engine according to the present invention has at least the following technical effects:

firstly, the stack purging subsystem enables the hydrogen concentration between the stack body and the stack shell to be managed, and when the leakage concentration reaches a threshold value, the stack is purged in time by utilizing air shunting in the intercooler, so that explosion danger caused by hydrogen accumulation is effectively prevented;

secondly, the temperature and pressure of air circulating in the intercooler can be managed by arranging the temperature and pressure sensor on the intercooler, when the pressure reaches a certain threshold value, the emergency discharge pier head can exhaust air timely, and the situation that parts are damaged due to overhigh pressure when the air passing through the air compressor flows into the intercooler is prevented;

the intercooler realizes multifunctional integration, integrates a temperature and pressure sensor, a pile blowing pier head and an emergency exhaust pier head, has compact structure, reduces the occupied space to the maximum extent, and is easy for the arrangement of a fuel cell system;

fourthly, because a plurality of pier heads and sensor joints do not need additional processing, the use of materials such as rubber tubes and the like is reduced, and the development cost is reduced;

and the sensor joint and the pier head are welded on the intercooler, so that the system is more stable when the system runs for a long time, and the fault probability is reduced.

In the following description, numerous technical details are set forth in order to provide a better understanding of the present invention. However, it will be understood by those skilled in the art that the claimed invention may be practiced without these specific details and with various changes and modifications based on the following embodiments.

Partial concept description:

intercooler

In a fuel cell engine, oxygen is fed to the cathode, hydrogen is fed to the anode, and the hydrogen and oxygen react to produce electrical energy. A compressor is typically used to supply oxygen-containing air to the fuel cell. When oxygen-containing air is delivered to the fuel cell, the temperature of the air is raised by the compression force of the compressor. Fuel cells are capable of efficiently producing electrical energy over a specified temperature range. However, the temperature of the oxygen-containing air compressed by the compressor rises to 120 ℃. If air having such a high temperature is fed to the fuel cell, efficient power generation cannot be achieved. Therefore, before supplying air to the fuel cell, the air is cooled to a predetermined temperature by passing through an intercooler. An intercooler is a heat exchanger, i.e., a device that allows two or more fluids to be transferred to each other without direct contact. The cooled oxygen-containing air is passed through a humidifier for increasing the water content of the oxygen-containing air and into the fuel cell stack.

Purging

In the power generation process of the fuel cell, in order to remove reaction residual gas or leakage gas and prevent the damage to the cell, the smooth operation of the next start-up is ensured by adopting a mode of purging necessary components. Common purging scenarios include: blowing a large amount of accumulated water generated by the cathode due to reaction before shutdown so as to prevent the residual water from generating phase change, volume expansion and damage to the battery when the ambient temperature is lower than zero ℃; in the reaction process, a small amount of hydrogen continuously leaks between the galvanic pile body and the galvanic pile shell in a hydrogen cavity inside the galvanic pile body, and the hydrogen in the galvanic pile needs to be purged in order to prevent explosion danger caused by overhigh hydrogen concentration. At present, the purging mode mainly comprises the following steps: directly blowing by using air or externally blowing by using nitrogen. The invention adopts air purging.

The following outlines some of the innovative points of the embodiments of the present invention:

as shown in fig. 2, the present invention provides a fuel cell engine system. The system comprises: the system comprises a temperature control subsystem, an ECU subsystem, a hydrogen supply subsystem and an oxygen supply subsystem.

The hydrogen supply subsystem includes: the hydrogen heat exchanger comprises a hydrogen inlet high-pressure assembly, a hydrogen heat exchange assembly, a hydrogen water distribution assembly, a hydrogen backflow assembly, a hydrogen buffering assembly and a hydrogen tail exhaust assembly.

The oxygen supply subsystem includes: an air filter (not shown), an air compressor 2, an intercooler 3, and a humidifier 4. When the fuel cell engine is started, external air flows into the fuel cell stack through the air filter and the air compressor 2, the intercooler 3 and the humidifier 4. The output end of the air filter is connected with the input end of the air compressor 2 through a pipeline, and compressed air enters the intercooler 3 to be cooled and enters the cathode of the fuel cell after the humidity of the air is increased through the humidifier 4 so as to meet the humidity requirement of the fuel cell on the air at the inlet of the cathode.

The oxygen supply subsystem further comprises a galvanic pile purging subsystem, which comprises a hydrogen concentration sensor, a galvanic pile purging pier head and a first electromagnetic valve 311 arranged on the galvanic pile purging pier head 31. And the stack purging subsystem is integrated on the intercooler 3.

The hydrogen concentration sensor is arranged at the ventilation outlet of the fuel cell stack. The hydrogen concentration sensor 1 is a thermoelectric sensor, the catalytic metal of the sensor adopts Pt, the heat is generated by catalyzing the hydrogen to chemically react with the oxygen in the air, the temperature difference potential is formed between the hot end and the cold section of the sensor, the conversion from the hydrogen concentration to the electric signal is realized, and the hydrogen concentration is detected.

The ECU subsystem is arranged at a safe position outside a galvanic pile of a fuel cell engine, is a Programmable Logic Controller (PLC), mainly comprises a CPU, a basic interface circuit, a programming device, a power supply and the like, obtains electricity through a 24V low-voltage storage battery, receives an electric signal of the hydrogen concentration detected by the hydrogen concentration sensor 1 through a CAN signal, calculates and analyzes through the CPU, and issues each execution instruction.

The CAN bus instrument is connected with the ECU subsystem and used for receiving an instruction of the ECU subsystem, receiving a hydrogen concentration value of a cavity defined between the galvanic pile body and the galvanic pile shell, and executing a purging function after the hydrogen concentration exceeds the limit according to a received primary purging speed execution command and a received secondary purging speed execution command.

The hydrogen concentration sensor is connected with the ECU subsystem through the CAN bus, and transmits the detected hydrogen concentration value to the ECU subsystem. After receiving the hydrogen concentration signal in the form of an electric signal, the ECU subsystem compares the hydrogen concentration signal in the form of an electric signal with a preset threshold value to judge whether hydrogen leakage occurs, namely when the hydrogen concentration signal in the form of an electric signal is less than or equal to the preset threshold value, the ECU subsystem judges that no hydrogen leakage occurs; when the hydrogen concentration signal in the form of the electrical signal is greater than the preset threshold, it is determined that hydrogen leakage occurs, and at this time, an enable signal in the form of an electrical signal is generated by an enable signal generation circuit or the like, and is sent to the first electromagnetic valve 311 on the stack purge pier 31. The ECU subsystem is provided with a switch to control the open and close states of the first solenoid valve 311.

The electric pile purging pier head 31 is arranged on an inclined plane of the intercooler 3 close to the air outlet, and a 90-degree bent angle structure is arranged at the position close to the air outlet, so that a shunted air flow path for purging is orthogonal to an air flow path in the intercooler 3, and the pipe orifice of the electric pile purging pier head 31 is arranged towards the direction of the air outlet and can be connected with the fuel cell electric pile. The first electromagnetic valve 311 is located on the pile purging pier head and used for receiving an instruction of the ECU subsystem and executing a pile purging function.

The CAN bus instrument adopted by the engine has a communication function, and the first electromagnetic valve 311 has communication and air flow control functions.

When first solenoid valve 311 is in the open mode, the pipeline of the pile blowing pier head 31 of intercooler 3 realizes the route, and the air that circulates in the intercooler realizes dividing, and some air sweeps the pile via the pile blowing pier head 31 entering pile and sweeps the function, discharges the hydrogen in the cavity of injecing between pile body and the pile shell to the external world. When the first electromagnetic valve 311 is in an open state, the ECU subsystem compares the hydrogen concentration value according to different preset limits to generate a first-stage purging speed execution command and a second-stage purging speed execution command, and executes the first-stage purging speed execution command and the second-stage purging speed execution command of the CAN bus instrument in a grading manner. And the ECU subsystem sends a recovery command to a first electromagnetic valve 311 connected with the CAN bus according to the received hydrogen concentration value when the hydrogen concentration is lower than a set threshold value, and closes the first electromagnetic valve 311. It will be appreciated that the first solenoid valve 311 remains closed when the enable signal in the form of the electrical signal is not received.

According to the present invention, the intercooler 3 further includes a warm pressure sensor 33, an emergency discharge pier 32, and a second electromagnetic valve 321. The temperature and pressure sensor 33 is electrically connected to the intercooler 3 cavity and electrically connected to the ECU subsystem. The emergency discharge pier 323 is arranged at one side of an air outlet of the intercooler 3, is connected with the second electromagnetic valve 321 through a rubber pipe, and is connected with a tail discharge subsystem of the fuel cell engine at an outlet and then is discharged into the atmosphere.

When the fuel cell engine is started, external air flows into the fuel cell stack through the air filter and the air compressor 2, the intercooler 3 and the humidifier 4. The output end of the air filter is connected with the input end of the air compressor 2 through a pipeline, and compressed air enters the intercooler 3 to be cooled and enters the cathode of the fuel cell after the humidity of the air is increased through the humidifier 4 so as to meet the humidity requirement of the fuel cell on the air at the inlet of the cathode.

The temperature and pressure sensor 33 is connected with the ECU subsystem through the CAN bus, and transmits the detected temperature value and/or pressure value in the intercooler 3 to the ECU subsystem. After receiving the temperature and/or pressure signal in the form of the electrical signal, the ECU subsystem compares the temperature and/or pressure signal in the form of the electrical signal with a preset threshold value to judge whether the pressure value in the intercooler 3 reaches an early warning pressure value, that is, when the temperature and/or pressure signal in the form of the electrical signal is less than or equal to the preset threshold value, the pressure is considered to be at a normal level; when the temperature and/or pressure signal in the form of the electric signal is greater than the preset threshold value, it is determined that the pressure in the intercooler is too high for warning, and at this time, an enable signal in the form of the electric signal is generated by an enable signal generating circuit and the like, and the enable signal is sent to the second electromagnetic valve 321 on the emergency exhaust pier. The ECU subsystem is provided with a switch for controlling the open and close states of the second solenoid valve 321.

In order to better understand the technical solution of the present invention, the following description is given with reference to a specific example, wherein the listed details are mainly for the convenience of understanding and are not to be taken as a limitation on the protection scope of the present invention.

Example 1 Hydrogen concentration management and purging

The hydrogen concentration sensor is arranged at the ventilation outlet of the fuel cell stack.

The ECU subsystem is arranged on a galvanic pile of the fuel cell engine, and the hydrogen concentration sensor is connected with the ECU subsystem through a CAN bus and transmits the detected hydrogen concentration value to the ECU subsystem. The ECU subsystem stores a preset threshold value of hydrogen concentration: 3000ppm, i.e. the received hydrogen concentration signal in the form of a signal is compared with 3000ppm, and if the signal value is greater than 3000ppm, the first solenoid valve 311 is opened. Also stored within the ECU subsystem are 2 thresholds: 3000ppm, 6000ppm, corresponding to the first-stage purge speed execution command: half open state, two-stage purge speed execution command of the first solenoid valve 311: the first solenoid valve 311 is fully open.

After the ECU subsystem receives the hydrogen concentration signal of the electric signal form, the hydrogen concentration signal of the electric signal form is compared with a preset threshold value to judge whether hydrogen leakage occurs, when the hydrogen concentration signal of the electric signal form is larger than 3000ppm, the enabling signal of the electric signal form is generated, the enabling signal is sent to a first electromagnetic valve 311 on a pile purging pier head 31, the electromagnetic valve 311 is opened, an air flow path inside an intercooler is shunted, the air flow path flows into a pile through the pile pier head 31, and a purging function is executed.

The pile purging pier head 31 is arranged on an inclined plane of the intercooler 3 close to the air outlet, and a 90-degree bent angle structure is arranged at the position close to the air outlet. The inner diameter of the pile blowing pier head 31 is 5-7 mm, and preferably, the inner diameter is 6 mm. The opening of the stack purging pier head 31 is arranged to be capable of being connected with the gas outlet of the fuel cell stack. The air flow flowing into the electric pile through the electric pile pier head 31 accounts for 1.5-3% of the air flow inside the intercooler 3.

When the first electromagnetic valve 311 is in an open state, the ECU subsystem continuously compares the hydrogen concentration value with different preset limit values, and when the hydrogen concentration cH 2% is 3000ppm or less cH 2% or less 6000ppm, a first-stage purging speed execution command is generated, and the first electromagnetic valve 31 executes a half-open state. When the cH 2% is more than or equal to 6000ppm, a two-stage purging speed execution command is generated, and the first electromagnetic valve 31 is in a fully open state.

The hydrogen concentration is continuously reduced in the purging process, and the opening degree of the electromagnetic valve 31 is subjected to feedback regulation according to a signal value returned by the hydrogen concentration sensor. When the hydrogen concentration cH 2% is less than or equal to 3000ppm and less than or equal to cH 2% and less than 6000ppm, the ECU subsystem switches the secondary purging command to a primary purging speed execution command and the first electromagnetic valve 31 executes a half-open state. When cH 2% < 3000ppm, a recovery command is sent to the first solenoid valve 311 connected to the CAN bus, and closing of the first solenoid valve 311 is performed.

Embodiment 2 Intercooler temperature and pressure management

The intercooler 3 further includes a warm pressure sensor 33, an emergency discharge abutment 32, and a second electromagnetic valve 321. The temperature and pressure sensor 33 is electrically connected to the intercooler 3 cavity and electrically connected to the ECU subsystem. The emergency discharge pier 323 is arranged on one side of an air outlet of the intercooler 3 and connected to an emergency discharge electromagnetic valve, and an outlet of the emergency discharge electromagnetic valve is connected to a tail discharge system.

The temperature and pressure sensor 33 is connected with the ECU subsystem through the CAN bus, and transmits the detected temperature value and/or pressure value in the intercooler 3 to the ECU subsystem. The ECU subsystem stores a preset threshold value of temperature: at 85 c, the temperature and pressure signals received in the form of electrical signals are compared with a preset value of 85 c. If the temperature signal value is greater than 85 ℃, the second solenoid valve 321 is opened. The ECU subsystem also stores a preset threshold value of pressure: 1.3Bar, namely, the received pressure signal in the form of an electrical signal is compared with a preset value of 1.3Bar, and if the value of the pressure signal is greater than 1.3Bar, the second solenoid valve 321 is opened.

After receiving the temperature and/or pressure signal in the form of an electrical signal, the ECU subsystem compares the temperature and/or pressure signal in the form of an electrical signal with a preset threshold value to determine whether the temperature and/or pressure value in the intercooler 3 reaches an early warning temperature and/or pressure value, that is, when the temperature and/or pressure signal in the form of an electrical signal is less than or equal to the preset threshold value, the second electromagnetic valve 321 is in a closed state; when the temperature and/or pressure signal in the form of the electric signal is greater than the preset threshold value, it is determined that the temperature and/or pressure value in the intercooler is too high, and at this time, an enable signal in the form of the electric signal is generated by an enable signal generating circuit and the like, and is sent to the second electromagnetic valve 321 on the emergency exhaust pier 32.

When the temperature and the pressure of the outlet of the intercooler 3 transmitted via the temperature and pressure sensor 33 satisfy the following conditions at the same time: the electric signal of temperature value is lower than 85 ℃; (II) the pressure value electric signal is lower than 1.3 Bar; a recovery command is sent to the second solenoid valve 311 connected to the CAN bus, and closing of the second solenoid valve 311 is performed.

All documents referred to in this application are to be considered as being incorporated in their entirety into the disclosure of the present invention for the purpose of making available modifications as necessary. Further, it is understood that various changes or modifications of the present invention may be made by those skilled in the art after reading the above disclosure of the present invention, and such equivalents also fall within the scope of the claimed invention.

Claims

1. A fuel cell engine, comprising:

2. The fuel cell engine of claim 1, wherein the stack purge subsystem comprises: the pile sweeps the pier nose, the pile sweep the pier nose set up in the intercooler is close to on the inclined plane of air outlet.

3. The fuel cell engine of claim 2, wherein the stack purge pier has a 90 ° angled configuration near the air outlet such that the diverted air flow path for purging is orthogonal to the air flow path in the intercooler, and the orifice of the stack purge pier is oriented to be connectable to the air outlet of the fuel cell stack.

4. The fuel cell engine of claim 2, wherein the inner diameter of the stack purge pier is configured such that the split air flow is 1-5%, preferably 1.5-3% of the intercooler air flow.

5. The fuel cell engine of claim 2, wherein a first solenoid valve is connected to the stack purge pier head and is controlled by the ECU subsystem switch by being electrically connected to the ECU subsystem.

6. The fuel cell engine of claim 1, wherein the stack purge subsystem further comprises: and the hydrogen concentration sensor is arranged at a ventilation outlet of the fuel cell stack and used for detecting the hydrogen concentration of a cavity between the fuel cell stack body and the stack shell.

7. The fuel cell engine according to claim 6, wherein the hydrogen concentration sensor is connected to the ECU subsystem, and the ECU subsystem compares the hydrogen concentration value with a preset threshold value to generate a multi-stage execution command to control the open/close and opening states of the first electromagnetic valve.

8. The fuel cell engine according to claim 1, wherein the intercooler further comprises: and the temperature and pressure sensor is arranged on the intercooler and used for detecting the temperature and the pressure of an air outlet of the intercooler.

9. The fuel cell engine according to claim 1, wherein an emergency exhaust pier is further provided on the intercooler, the emergency exhaust pier is connected with a second electromagnetic valve, and the emergency exhaust pier is connected with the second electromagnetic valve through a pipeline.

10. The fuel cell engine of claim 9, wherein said second solenoid valve is electrically connected to said ECU subsystem and is controlled by said ECU subsystem switch.