CN212517269U

CN212517269U - Hydrogen engine

Info

Publication number: CN212517269U
Application number: CN202020631625.9U
Authority: CN
Inventors: 石海民; 杨光; 杨利萍
Original assignee: Zhejiang Runfeng Hydrogen Engine Co ltd
Current assignee: Zhejiang Runfeng Hydrogen Engine Co ltd
Priority date: 2020-04-24
Filing date: 2020-04-24
Publication date: 2021-02-09
Anticipated expiration: 2030-04-24

Abstract

The utility model discloses a hydrogen engine, which comprises a fuel electric pile, a hydrogen supply system, a hydrogen engine controller, a cooling system and an air system, wherein an auxiliary load is added into the cooling system, and when the auxiliary load is electrified, the electric energy can be converted into heat energy to transfer the heat energy to the flowing fuel cell cooling liquid; the power output of the fuel cell stack is provided with two parallel circuits, one of which outputs electric energy outwards and is controlled by a power output main relay K01, and K04 and R01 form a pre-charging circuit; the other is transmitted to an auxiliary load to consume electric energy and is controlled by K02; the auxiliary loads may also be powered by an external power battery, which is controlled by relay K03. The utility model also provides a novel energy output management method of hydrogen engine, including fuel cell stack energy output control method and cold start method. The utility model optimizes the energy output management structure of the hydrogen engine; two energy input forms are configured for the auxiliary load, and the system integration is high; the output electric energy of the fuel cell is effectively utilized, and the energy utilization efficiency is high.

Description

Hydrogen engine

[ technical field ] A method for producing a semiconductor device

The utility model relates to a technical field of hydrogen engine, especially hydrogen engine's technical field.

[ background of the invention ]

The hydrogen engine is a new power source which utilizes the electrochemical reaction of hydrogen and oxygen to generate electricity. Compared with the traditional fuel oil automobile, the new energy automobile adopting the novel power can realize zero emission and has extremely low environmental pollution in the whole life cycle; compared with a pure electric vehicle, the electric vehicle has no inherent defects such as endurance mileage limitation and the like. Therefore, the hydrogen engine has become an important development direction of new energy automobiles in the future.

Although the hydrogen engine has the advantages of energy conservation and environmental protection compared with the traditional internal combustion engine, the hydrogen engine cannot rapidly cut off the electric energy output of the electric pile at working points of idle running or emergency braking of a vehicle and the like the traditional internal combustion engine due to certain effective working area and working inertia of the electrochemical reaction of the hydrogen and the oxygen, so that zero energy output to an external system is realized.

At present, the existing hydrogen engine technology rarely considers the energy management strategy at this special moment, and generally adopts the control of the SOC state of the lithium ion battery used in cooperation with the hydrogen engine, so as to avoid the situation that the energy output of the hydrogen engine cannot be accepted in the whole vehicle as much as possible. The future development trend of hydrogen engine vehicles is the gradual decline of the energy ratio of lithium ion batteries. When the automobile runs at idle speed or is braked emergently, if the hydrogen engine cannot cut off the output of external energy rapidly, the SOC of the lithium ion battery is too high. This results in: 1) the utilization rate of the lithium ion battery is not high, so that waste is caused; 2) the hydrogen engine is forced to be shut down due to the overhigh SOC, and needs to be restarted again when the vehicle runs again, so that the hydrogen engine is frequently turned on and turned off, and the service life of the hydrogen engine is influenced; 3) if the hydrogen engine is not shut down, only extremely low energy output can be maintained, at the moment, the working current of the hydrogen engine is small, the working voltage is extremely high compared with the normal working voltage, the DCDC matched with the hydrogen engine and the corresponding electric component working area are required to be very wide, and the working efficiency of the system is greatly reduced.

[ Utility model ] content

The utility model aims at solving the problems in the prior art and providing a hydrogen engine, which has the following functions: when the hydrogen engine needs to cut off power output emergently, the auxiliary load can rapidly realize zero external electric energy output of the hydrogen engine; when the hydrogen engine is in a cold start process, the auxiliary load can be supplied with power through the power battery, and the cooling liquid is heated to enable the fuel cell stack to be heated to a temperature capable of being started, so that the fuel cell can be started smoothly at a low temperature.

In order to achieve the purpose, the utility model provides a hydrogen engine, including fuel galvanic pile, hydrogen supply system, hydrogen engine controller, cooling system and air system, cooling system contains radiator, deionizer, thermostat, auxiliary load, water pump, and air system includes air compressor machine, empty filtration, tail calandria; the hydrogen engine controller is electrically connected with the hydrogen supply system, the air compressor, the cooling system and the vehicle power unit; the fuel electric pile is connected with the deionizer through a pipeline, two ends of the deionizer are connected with the radiator through pipelines, the deionizer is connected with the thermostat through a pipeline, and the thermostat is sequentially connected with the auxiliary load, the water pump and the fuel electric pile through pipelines; the fuel cell stack is communicated with the hydrogen supply system, the air compressor and the tail calandria through pipelines, the air compressor is connected with the air filter through a pipeline, and the air filter is externally connected with the atmosphere through a pipeline; the auxiliary load can convert electric energy into heat energy when being electrified and transfer the heat energy to the fuel cell cooling liquid flowing through; the power output of the fuel cell stack is provided with two parallel circuits, one parallel circuit of the fuel cell stack is used for outputting electric energy outwards, and the parallel circuit is controlled by a relay K01 and consists of a relay K04 and a resistor R01 to form a pre-charging circuit; another parallel circuit of the fuel cell stack is transmitted to an auxiliary load to consume electric energy, and the parallel circuit is controlled by a relay K02; the auxiliary loads are powered by the vehicle power unit and constitute a power supply circuit controlled by relay K03.

Preferably, the cooling system comprises a radiator, a deionizer, a thermostat, an auxiliary load and a water pump, wherein a cooling loop in the cooling system, which does not flow through the radiator, is an internal circulation loop, and a cooling loop flowing through the radiator is an external circulation loop; the thermostat controls whether the coolant is routed to the inner circulation loop or the outer circulation loop.

Preferably, the auxiliary load is powered by a fuel cell stack or a vehicle power unit; the basic structure unit of the auxiliary load is an electric heating element which is a PTC heating body or an electric heating wire; and a cooling liquid flow channel is arranged in the middle of the auxiliary load, and cooling liquid of the fuel cell flows through the cooling liquid flow channel.

Preferably, the vehicle power unit is a power battery disposed outside.

The utility model also provides a novel energy output management method of the hydrogen engine, which comprises a fuel cell stack energy output control method and a cold start method;

the fuel cell stack energy output control method comprises the following steps:

step 11: after the fuel cell stack operates, the relay K03 keeps an off state;

step 12: the relay K01 is closed, the relay K02 is opened, and the fuel cell stack outputs electric energy to the outside;

step 13: when the relay K01 is switched off and the relay K02 is switched on, the fuel cell stack does not output electric energy to the outside and consumes the electric energy through an auxiliary load;

step 14: the relay K01 is closed, the relay K02 is closed, the fuel cell stack outputs electric energy to the outside, and meanwhile, the auxiliary load is powered on to heat the cooling liquid;

the cold start method comprises the following steps:

step 21: the relay K01 and the relay K02 are disconnected, the relay K03 is closed, and the vehicle power unit supplies power to the auxiliary load to heat the coolant;

step 22: relay K01 and relay K02 remain open and relay K03 is opened and the vehicle power unit ceases to provide power to the auxiliary loads.

Preferably, the auxiliary load has both passive and active power modes, the passive power mode being for rapid cut-off of hydrogen engine power; in the passive power mode, the electric control unit of the hydrogen engine controller does not actively intervene in the power of the auxiliary load within the maximum power range of the auxiliary load; the passive power mode specifically comprises the following steps:

step 31: when the hydrogen engine controller receives an external instruction and requires to cut off the power output of the hydrogen engine, the hydrogen engine controller quickly cuts off the relay K01 and closes the relay K02;

step 32: after the action of step 31 is realized, the electric energy input received by the external power load becomes zero, and the hydrogen energy source automobile with the hydrogen engine realizes an idle running or emergency braking mode;

step 33: the hydrogen engine will enter a shutdown sleep mode or maintain low power operation, consuming the generated electrical energy through the auxiliary load;

step 34: when the temperature of the hydrogen engine exceeds a set limit value in the shutdown process or low-power operation process, the water pump is started to take away the heat generated by the hydrogen engine by using the cooling liquid.

Preferably, the auxiliary load has both passive and active power modes, the active mode being used for coolant heating during cold start of the hydrogen engine; in the active mode, the hydrogen engine controller controls the heating power of the auxiliary load through a control signal comprising CAN/PWM, so that the auxiliary load operates at the expected heating power; the active power mode specifically includes the steps of:

step 41: two cold starts are set according to the temperature of the cooling liquid: when T is greater than T1, allowing the hydrogen engine to be started and operating at low power, wherein T is the current temperature of the cooling liquid, and T1 is the starting permission temperature; when T > T2, allowing the hydrogen engine to operate at full power, wherein T2 is the temperature required by full power operation;

step 42: in the cold starting process of the hydrogen engine, when the current temperature T of the cooling liquid is lower than the starting allowable temperature T1 of the hydrogen engine, the hydrogen engine controller controls the relay K03 to be closed, the vehicle power unit supplies power to the auxiliary load to heat the cooling liquid in the pipeline, and meanwhile, the water pump is started to lead the heated cooling liquid to the interior of the fuel cell stack to heat components in the hydrogen engine; the heating power of the auxiliary load is actively regulated through a CAN or PWM signal of a hydrogen engine controller, and the temperature of the hydrogen engine is increased to the starting allowable temperature T1 in a short time;

step 43: the hydrogen engine is started, after the hydrogen engine is started successfully, the relay K01 and the relay K04 are kept disconnected, the relay K03 and the relay K02 are sequentially disconnected, and the hydrogen engine is controlled to operate under low power; the output electric energy of the hydrogen engine is completely consumed by the auxiliary load, and the temperature of the cooling liquid and the temperature of the hydrogen engine are continuously increased;

step 44: when the current temperature T of the cooling liquid is increased to the required full-power operation temperature T2 of the hydrogen engine, the temperature of internal components of the hydrogen engine is fully increased; at this time, the relay K02 is opened, the external power load pre-charging switch relay K04 is closed, and the relay K01 is closed after pre-charging is completed; the hydrogen engine completes the start-up operation, supplies power to the outside and responds to the power demand.

The utility model has the advantages that: the utility model has the advantages of it is following:

1. the utility model discloses optimized the energy output management structure of hydrogen engine, made the energy output of hydrogen engine can be cut off rapidly. When the whole vehicle runs at an idle speed or is braked emergently, the utilization rate of the lithium ion battery is improved, and the frequent start and stop of the hydrogen engine are avoided; when the whole vehicle cannot accept the energy input of the hydrogen engine, the risk of damaging the engine due to the emergency cut-off of the energy output is avoided;

2. the utility model configures two energy input forms for the auxiliary load, so that the auxiliary load and the cold start heater can be simultaneously realized, and the system integration is improved;

3. the utility model discloses set up two grades of cold starting conditions, reached the cold starting condition of first grade after, no longer used power battery power supply, effectively utilized fuel cell's output electric energy to last heating coolant liquid and engine system, avoided the energy loss that processes such as DC/DC conversion caused, improved energy utilization efficiency.

The features and advantages of the present invention will be described in detail by embodiments with reference to the accompanying drawings.

[ description of the drawings ]

FIG. 1 is a schematic diagram of a hydrogen engine system of a hydrogen engine of the present invention;

FIG. 2 is a schematic view of an exemplary auxiliary load frame of a hydrogen engine of the present invention;

FIG. 3 is a schematic view of an exemplary auxiliary load configuration for a hydrogen engine according to the present invention;

fig. 4 is a flowchart illustrating a cold start process of a hydrogen engine according to the present invention.

In the figure: 1-fuel electric pile, 2-radiator, 3-deionizer, 4-thermostat, 5-auxiliary load, 6-water pump, 7-hydrogen supply system, 8-air compressor, 9-air filter, 10-tail calandria, 11-hydrogen engine controller and 12-vehicle power unit.

[ detailed description ] embodiments

Referring to fig. 1, 2, 3 and 4, the present invention includes a fuel cell stack 1, a hydrogen supply system 7, a hydrogen engine controller 11, a cooling system and an air system, wherein the cooling system includes a radiator 2, a deionizer 3, a thermostat 4, an auxiliary load 5 and a water pump 6, and the air system includes an air compressor 8, an air filter 9 and a tail pipe bank 10; the hydrogen engine controller 11 is electrically connected with the hydrogen supply system 7, the air compressor 8, the cooling system and the vehicle power unit 12; the fuel electric pile 1 is connected with a deionizer 3 through a pipeline, two ends of the deionizer 3 are connected with a radiator 2 through pipelines, the deionizer 3 is connected with a thermostat 4 through a pipeline, and the thermostat 4 is sequentially connected with an auxiliary load 5, a water pump 6 and the fuel electric pile 1 through pipelines; the fuel cell stack 1 is communicated with a hydrogen supply system 7, an air compressor 8 and a tail exhaust pipe 10 through pipelines, the air compressor 8 is connected with an air filter 9 through a pipeline, and the air filter 9 is externally connected with the atmosphere through a pipeline; when the auxiliary load 5 is electrified, the electric energy is converted into heat energy, and the heat energy is transferred to the flowing fuel cell cooling liquid; the power output of the fuel cell stack 1 is provided with two parallel circuits, one parallel circuit of the fuel cell stack 1 is used for outputting electric energy outwards, and the parallel circuit is controlled by a relay K01 and consists of a relay K04 and a resistor R01 to form a pre-charging circuit; another parallel circuit of the fuel cell stack 1 is transmitted to an auxiliary load 5 to consume electric energy, and the parallel circuit is controlled by a relay K02; the auxiliary loads are powered by the vehicle power unit 12 and constitute a power supply circuit controlled by relay K03.

Specifically, the cooling system comprises a radiator 2, a deionizer 3, a thermostat 4, an auxiliary load 5 and a water pump 6, wherein a cooling loop in the cooling system, which does not flow through the radiator 2, is an internal circulation loop, and a cooling loop flowing through the radiator 2 is an external circulation loop; the thermostat 4 controls whether the coolant flows in an internal circulation circuit or an external circulation circuit.

Specifically, the auxiliary load 5 is supplied with power from the fuel cell stack 1 or the vehicle power unit 12; the basic structure unit of the auxiliary load 5 is an electric heating element which is a PTC heating body or an electric heating wire; and a cooling liquid flow channel is arranged in the middle of the auxiliary load 5, and cooling liquid of the fuel cell flows through the cooling liquid flow channel.

Specifically, the vehicle power unit 12 is a power battery disposed outside.

The utility model also comprises a fuel cell stack energy output control method and a cold start method;

the fuel cell stack energy output control method comprises the following steps:

step 11: after the fuel cell stack 1 operates, the relay K03 keeps an off state;

step 12: the relay K01 is closed, the relay K02 is opened, and the fuel cell stack 1 outputs electric energy to the outside;

step 13: when the relay K01 is opened and the relay K02 is closed, the fuel cell stack 1 does not output electric energy to the outside, and consumes the electric energy through the auxiliary load 5;

step 14: the relay K01 is closed, the relay K02 is closed, the fuel cell stack 1 outputs electric energy to the outside, and meanwhile, the auxiliary load 5 is powered on to heat the cooling liquid;

the cold start method comprises the following steps:

step 21: the relay K01 and the relay K02 are opened, the relay K03 is closed, and the vehicle power unit 12 supplies power to the auxiliary load 5 to heat the coolant;

step 22: relay K01 and relay K02 remain open and relay K03 is opened and the vehicle power unit 12 stops supplying power to the auxiliary loads 5.

Specifically, the auxiliary load 5 has both passive and active power modes, which are used for rapid cut-off of the hydrogen engine power; in the passive power mode, the electric control unit of the hydrogen engine controller 11 does not actively intervene in the power of the auxiliary load 5 within the maximum power range of the auxiliary load 5; the passive power mode specifically comprises the following steps:

step 31: when the hydrogen engine controller 11 receives an external instruction and requires to cut off the power output of the hydrogen engine, the hydrogen engine controller 11 rapidly cuts off the relay K01 and closes the relay K02;

step 33: the hydrogen engine will enter a shutdown sleep mode or maintain low power operation, consuming the generated electrical energy through the auxiliary load 5;

step 34: when the temperature of the hydrogen engine exceeds a set limit value during shutdown or low-power operation, the water pump 6 is started to take away heat generated by the hydrogen engine with coolant.

Specifically, the auxiliary load 5 has two power modes, namely a passive power mode and an active power mode, wherein the active power mode is used for heating cooling liquid in the cold starting process of the hydrogen engine; in the active mode, the hydrogen engine controller 11 controls the heating power of the auxiliary load 5 by a control signal including CAN/PWM, so that the auxiliary load 5 operates at a desired heating power; the active power mode specifically includes the steps of:

step 42: in the cold starting process of the hydrogen engine, when the current temperature T of the cooling liquid is lower than the starting allowable temperature T1 of the hydrogen engine, the hydrogen engine controller 11 controls the relay K03 to be closed, the vehicle power unit 12 supplies power to the auxiliary load 5 to heat the cooling liquid in the pipeline, and simultaneously the water pump 6 is started to lead the heated cooling liquid to the interior of the fuel cell stack 1 to heat the components in the interior of the hydrogen engine; the heating power of the auxiliary load 5 is actively adjusted by the CAN or PWM signal of the hydrogen engine controller 11 to raise the hydrogen engine temperature to the start-up permitting temperature T1 in a short time;

step 43: the hydrogen engine is started, after the hydrogen engine is started successfully, the relay K01 and the relay K04 are kept disconnected, the relay K03 and the relay K02 are sequentially disconnected, and the hydrogen engine is controlled to operate under low power; the output electric energy of the hydrogen engine is totally consumed by the auxiliary load 5, and the temperature of the cooling liquid and the hydrogen engine is continuously increased;

The utility model discloses the working process:

the utility model relates to a hydrogen engine explains in the course of the work, combines the figure.

FIG. 1 is a schematic diagram of a hydrogen engine system provided in accordance with an embodiment of the present invention; as shown in fig. 1, the hydrogen engine includes a fuel cell stack 1, a radiator 2, a deionizer 3, a thermostat 4, an auxiliary load 5, a water pump 6, a hydrogen supply system 7, an air compressor 8, an air filter 9, a tail pipe bank 10, and a hydrogen engine controller 11; the cooling system of the hydrogen engine comprises a radiator 2, a deionizer 3, a thermostat 4, an auxiliary load 5 and a water pump 6, wherein a cooling loop which does not flow through the radiator is an inner circulation loop, a cooling loop which flows through the radiator is an outer circulation loop, and the thermostat 4 is used for controlling cooling liquid to flow out of the inner circulation loop or the outer circulation loop; an auxiliary load 5 is mounted on the inner circulation loop. When the auxiliary load is electrified, the electric energy is converted into heat energy, and the heat energy is transferred to the flowing fuel cell cooling liquid;

the power output of the fuel cell stack 1 is provided with two parallel circuits, one of which outputs electric energy outwards and is controlled by a power output main relay K01, and K04 and R01 form a pre-charging circuit; the other is transmitted to an auxiliary load to consume electric energy and is controlled by K02; the auxiliary load may also be powered by an external power battery, controlled by relay K03;

when the hydrogen engine controller 11 receives an external command requesting to cut off the engine power output, the hydrogen engine controller 11 can quickly cut off the relay K01 while closing the relay K02. After the above actions are realized, the power input received by the external power load becomes zero. For a hydrogen energy vehicle employing a hydrogen engine, an idle running or emergency braking mode may be implemented at this time. Meanwhile, the hydrogen engine enters a shutdown sleep mode, energy generated by the fuel cell stack 1 is consumed by the auxiliary load 5 during shutdown, and when the temperature of the hydrogen engine exceeds a set limit value, the cooling water pump 6 is started to take away heat generated by the fuel cell stack with cooling liquid.

After the external output power of the hydrogen engine becomes zero, the hydrogen engine also can not enter a shutdown sleep mode, but maintain the low-power operation of the fuel cell stack 1, and the generated electric energy is consumed by the auxiliary load 5 so as to quickly respond to the next power requirement and avoid frequent startup and shutdown.

Fig. 2 is a schematic view of an exemplary auxiliary load frame provided by an embodiment of the present invention; the auxiliary loads may be powered from the fuel cell stack 1 and the vehicle power unit 12; the basic structural unit of the auxiliary load 5 can be a PTC heating body, and can also be an electric heating element such as an electric heating wire;

fig. 3 is a schematic diagram of an exemplary auxiliary load structure according to an embodiment of the present invention. And a cooling liquid flow channel is arranged in the auxiliary load 5, and an electric heating unit is arranged in the auxiliary load. The electric heating unit converts electric energy into heat energy and heats the flowing cooling liquid;

fig. 4 is a flowchart illustrating a cold start process of the hydrogen engine according to an embodiment of the present invention. As shown in fig. 4, the cold start process has a number of steps:

step 1: two cold starts are set according to the temperature of the cooling liquid: when T > T1, the hydrogen engine is allowed to start and the power is low; when T > T2, allowing the hydrogen engine to run at full power;

step 2: in the cold starting process of the hydrogen engine, judging whether the temperature T of the cooling liquid is higher than the engine starting allowable temperature T1, if the temperature T is not higher than the engine starting allowable temperature T1, executing step 3, and if the temperature T is higher than the engine starting allowable temperature T1, executing step 301;

and step 3: the hydrogen engine controller 11 controls the relay K03 to close, the vehicle power unit 12 powers the auxiliary load with coolant in the heating line, and simultaneously activates the coolant pump to pass heated coolant to the inside of the fuel cell stack to heat the internal components. The heating power CAN be actively adjusted through CAN or PWM signals;

and 4, step 4: it is determined whether the coolant temperature T is higher than the engine start permitting temperature T1. If not, executing the step 3, and if yes, executing the step 5;

and 5: the hydrogen engine is started, and after the hydrogen engine is started successfully, the hydrogen engine is controlled to run under low power;

step 6: K01/K04 remains open, which in turn opens K03 and closes K02. Keeping the engine running at low power, the output power is all consumed by the auxiliary loads to further increase the temperature of the coolant and hydrogen engine.

And 7: it is determined whether the coolant temperature T is higher than the hydrogen engine full-power operation request temperature T2. If no, executing step 6, and if yes, executing step 8;

and 8: and (3) opening the relay K02, sequentially closing an external power load pre-charging switch K04, closing the main relay K01 after pre-charging is completed, completing the starting operation of the hydrogen engine, supplying power to the outside and responding to the power requirement, and ending the method.

Step 301: it is determined whether the coolant temperature T is higher than the engine full-power operating temperature T2. If no, executing step 5, if yes, executing step 302;

step 302: and (5) carrying out a starting process of the hydrogen engine, and executing the step 8 after the starting is successful.

The utility model can rapidly realize zero electric energy output of the hydrogen engine to the outside through the auxiliary load when the hydrogen engine needs to cut off the power output emergently; when the hydrogen engine is in a cold start process, the auxiliary load can be supplied with power through the power battery, and the cooling liquid is heated to enable the fuel cell stack to be heated to a temperature capable of being started, so that the fuel cell can be started smoothly at a low temperature. Compared with the prior art, the utility model discloses an energy management is more reasonable, and system integration degree is higher, and energy utilization efficiency is higher.

The above-mentioned embodiment is right the utility model discloses an explanation, it is not right the utility model discloses a limited, any right the scheme after the simple transform of the utility model all belongs to the protection scope of the utility model.

Claims

1. A hydrogen engine, characterized in that: the system comprises a fuel cell stack (1), a hydrogen supply system (7), a hydrogen engine controller (11), a cooling system and an air system, wherein the cooling system comprises a radiator (2), a deionizer (3), a thermostat (4), an auxiliary load (5) and a water pump (6), and the air system comprises an air compressor (8), an air filter (9) and a tail exhaust pipe (10); the hydrogen engine controller (11) is electrically connected with the hydrogen supply system (7), the air compressor (8), the cooling system and the vehicle power unit (12); the fuel electric pile (1) is connected with the deionizer (3) through a pipeline, two ends of the deionizer (3) are connected with the radiator (2) through a pipeline, the deionizer (3) is connected with the thermostat (4) through a pipeline, and the thermostat (4) is sequentially connected with the auxiliary load (5), the water pump (6) and the fuel electric pile (1) through pipelines; the fuel cell stack (1) is communicated with a hydrogen supply system (7), an air compressor (8) and a tail exhaust pipe (10) through pipelines, the air compressor (8) is connected with an air filter (9) through a pipeline, and the air filter (9) is externally connected with the atmosphere through a pipeline; when the auxiliary load (5) is electrified, electric energy is converted into heat energy, and the heat energy is transferred to the flowing fuel cell cooling liquid; the power output of the fuel cell stack (1) is provided with two parallel circuits, one parallel circuit of the fuel cell stack (1) is used for outputting electric energy outwards, and the parallel circuit is controlled by a relay K01 and consists of a relay K04 and a resistor R01 to form a pre-charging circuit; another parallel circuit of the fuel cell stack (1) is transmitted to an auxiliary load (5) to consume electric energy, and the parallel circuit is controlled by a relay K02; the auxiliary loads are powered by the vehicle power unit (12) and constitute a power supply circuit controlled by a relay K03.

2. A hydrogen engine as defined in claim 1, wherein: the cooling system comprises a radiator (2), a deionizer (3), a thermostat (4), an auxiliary load (5) and a water pump (6), wherein a cooling loop in the cooling system, which does not flow through the radiator (2), is an internal circulation loop, and a cooling loop flowing through the radiator (2) is an external circulation loop; the thermostat (4) controls whether the cooling liquid flows out of the inner circulation loop or the outer circulation loop.

3. A hydrogen engine as defined in claim 1, wherein: the auxiliary load (5) is powered by a fuel cell stack (1) or a vehicle power unit (12); the basic structure unit of the auxiliary load (5) is an electric heating element which is a PTC heating body or an electric heating wire; and a cooling liquid flow channel is arranged in the middle of the auxiliary load (5), and cooling liquid of the fuel cell flows through the cooling liquid flow channel.

4. A hydrogen engine as defined in claim 1, wherein: the vehicle power unit (12) is a power battery arranged outside.