An altitude simulation test system

Abstract

The present invention relates to an altitude simulation test system. The altitude simulation test system is used to test a fuel cell engine, including a fresh air processing unit; an environmental cabin pressure-resistant cabin body, which is connected to the fresh air processing unit, and the fuel cell engine is arranged in the environmental cabin pressure-resistant cabin body; a hydrogen exhaust circuit, including a hydrogen exhaust buffer tank, a hydrogen exhaust air flow regulating valve and a hydrogen exhaust air pressure centrifuge, the two ends of the hydrogen exhaust air flow regulating valve are respectively connected to the hydrogen exhaust buffer tank and the hydrogen exhaust air pressure centrifuge, and the hydrogen exhaust buffer tank is connected to the fuel cell engine; an air exhaust circuit, including an air exhaust buffer tank, an air exhaust air flow regulating valve and an air exhaust air pressure centrifuge, the two ends of the air exhaust air flow regulating valve are respectively connected to the air exhaust buffer tank and the air exhaust air pressure centrifuge, and the air exhaust buffer tank is connected to the fuel cell engine. The present invention proposes an altitude simulation test system, which can effectively simulate the altitude environment of the fuel cell engine, is easy to use and can improve the test efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicle detection, and in particular to an altitude simulation test system suitable for a fuel cell engine. Background Art

[0002] The operation of a fuel cell engine requires the auxiliary system to provide high-pressure hydrogen at the anode inlet and discharge hydrogen at the outlet connected to the atmosphere, and to inhale and pressurize air at the cathode inlet and connect the outlet to the atmosphere. Therefore, when it works at different altitudes and air pressures, it is greatly affected by the environment. In the process of designing and developing a fuel cell engine, it is of great significance to effectively simulate this negative pressure environment.

[0003] Due to the altitude simulation of the fuel cell engine, it is required to dynamically simulate the tube negative pressure and environmental negative pressure at the anode outlet, cathode inlet, and cathode outlet, and the two negative pressures need to be dynamically matched. At the same time, it is required to truly and effectively affect the electrical performance output of the fuel cell engine. This requires cross-disciplinary knowledge and experience such as the working principle of fuel cells and the negative pressure response, pressure and fluid testing methods of different fuel cells. As a result, the products currently on the market are difficult to implement or have poor results.

[0004] Based on the above problems, there is an urgent need to find a fuel cell engine altitude simulation system that supports dynamic response, simulates effectively and reliably, and is easy to implement. Summary of the invention

[0005] In view of the above problems in the prior art, the present invention proposes an altitude simulation test system, which can effectively simulate the altitude environment, is easy to use and can improve the test efficiency.

[0006] Specifically, the present invention proposes an altitude simulation test system for testing a fuel cell engine, comprising:

[0007] Fresh air handling unit;

[0008] An environmental cabin pressure-resistant cabin body, connected to the fresh air processing unit, and the fuel cell engine is arranged in the environmental cabin pressure-resistant cabin body;

[0009] A hydrogen exhaust circuit, comprising a hydrogen exhaust buffer tank, a hydrogen exhaust air flow regulating valve and a hydrogen exhaust air pressure centrifuge, wherein both ends of the hydrogen exhaust air flow regulating valve are respectively connected to the hydrogen exhaust buffer tank and the hydrogen exhaust air pressure centrifuge, and the hydrogen exhaust buffer tank is connected to the fuel cell engine;

[0010] An air exhaust circuit, comprising an air exhaust buffer tank, an air exhaust air flow regulating valve and an air exhaust pressure centrifuge, wherein two ends of the air exhaust air flow regulating valve are respectively connected to the air exhaust buffer tank and the air exhaust pressure centrifuge, and the air exhaust buffer tank is connected to the fuel cell engine;

[0011] The cabin exhaust circuit includes a cabin exhaust flow regulating valve and a cabin exhaust pressure centrifuge, wherein two ends of the cabin exhaust flow regulating valve are respectively connected to the environmental cabin pressure-resistant cabin body and the cabin exhaust pressure centrifuge;

[0012] The negative pressure equalization water tank is connected with the hydrogen exhaust pressure centrifuge, the air exhaust pressure centrifuge and the cabin pressure centrifuge.

[0013] According to one embodiment of the present invention, it also includes a first control unit, a cabin pressure sensor is provided in the pressure-resistant cabin of the environmental cabin, a hydrogen exhaust sensor is provided in the hydrogen exhaust buffer tank, and an air exhaust sensor is provided in the air exhaust buffer tank. The first control unit is connected to the fresh air processing unit, the cabin pressure sensor, the hydrogen exhaust sensor, the air exhaust sensor, the hydrogen exhaust air extraction flow regulating valve, the air exhaust air extraction flow regulating valve and the cabin air extraction flow regulating valve. The first control unit adjusts the air intake opening of the fresh air processing unit according to the test requirements, and adjusts the exhaust openings of the hydrogen exhaust air extraction flow regulating valve, the air exhaust air extraction flow regulating valve and the cabin air extraction flow regulating valve according to the cabin pressure sensor, the hydrogen exhaust sensor and the air exhaust sensor, so that the mutual pressure difference in the pressure-resistant cabin of the environmental cabin, the hydrogen exhaust buffer tank and the air exhaust buffer tank is within 2KPA.

[0014] According to one embodiment of the present invention, it also includes a main air inlet valve and a bypass air inlet regulating valve. The fresh air processing unit is connected to the pressure-resistant cabin of the environmental cabin through the air inlet valve and the bypass air inlet regulating valve in parallel. The first control unit adjusts the air outlet of the fresh air processing unit through the air inlet valve and the bypass air inlet regulating valve.

[0015] According to one embodiment of the present invention, the intake air volume regulated by the main air intake valve and the bypass air intake regulating valve is 120% to 130% of the air volume required by the fuel cell engine operating condition.

[0016] According to one embodiment of the present invention, it also includes a second control unit connected to the first control unit, the second control unit is used to control the fuel cell engine to execute the test condition, the first control unit adjusts the air outlet of the fresh air processing unit, and the exhaust opening of the hydrogen exhaust exhaust flow regulating valve, the air exhaust exhaust flow regulating valve and the cabin exhaust flow regulating valve according to the real-time condition loading timing of the fuel cell engine fed back by the second control unit, as well as the cabin pressure sensor, the hydrogen exhaust sensor and the air exhaust sensor.

[0017] According to one embodiment of the present invention, it also includes a first equalization connecting pipeline for connecting the environmental cabin pressure-resistant cabin body and the hydrogen discharge buffer tank.

[0018] According to one embodiment of the present invention, it also includes a second equalization connecting pipeline for connecting the pressure-resistant cabin body of the environmental cabin and the emptying buffer tank.

[0019] According to one embodiment of the present invention, a drain valve is provided at the top of the negative pressure equalization water tank, and a water discharge valve is provided at the bottom.

[0020] According to one embodiment of the present invention, during the test of the fuel cell engine, the empty exhaust pressure centrifuge is always open, and the exhaust volume of the empty exhaust pressure centrifuge is adjusted by the empty exhaust flow regulating valve.

[0021] The invention provides an altitude simulation test system, which is suitable for a fuel cell engine, can effectively simulate an altitude environment, is easy to use and can improve test efficiency.

[0022] It is to be understood that both the foregoing general description and the following detailed description of the present invention are exemplary and explanatory and are intended to provide further explanation of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The accompanying drawings are included to provide a further understanding of the present invention, and are incorporated into and constitute a part of this application. The accompanying drawings illustrate embodiments of the present invention and together with the specification serve to explain the principles of the present invention. In the accompanying drawings:

[0024] Figure 1 A schematic structural diagram of an altitude simulation test system according to an embodiment of the present invention is shown.

[0025] The above drawings include the following reference numerals:

[0026] Altitude simulation test system 100 Fresh air handling unit 101 Environmental Chamber Pressure Chamber 102 Fuel cell engine 103 Hydrogen exhaust circuit 104 Hydrogen discharge buffer tank 105 Hydrogen exhaust flow control valve 106 Hydrogen exhaust centrifuge 107 Air exhaust circuit 108 Empty buffer tank 109 Air exhaust flow control valve 110 Empty suction centrifuge 111 Tank discharge circuit 112 Cabin exhaust flow regulating valve 113 Cabin pressure centrifuge 114 Negative pressure equalizing water tank 115 Main air inlet valve 116 Bypass air inlet regulating valve 117 First equalizing connecting pipe 118 Second equalizing connecting pipe 119 Drain valve 120 Drain valve 121 DETAILED DESCRIPTION

[0027] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application may be combined with each other.

[0028] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present application and its application or use. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0029] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0030] Unless otherwise specifically stated, the relative arrangement, numerical expressions and numerical values ​​of the parts and steps set forth in these embodiments do not limit the scope of the present application. At the same time, it should be understood that, for ease of description, the sizes of the various parts shown in the accompanying drawings are not drawn according to the actual proportional relationship. The technology, method and equipment known to those of ordinary skill in the relevant field may not be discussed in detail, but in appropriate cases, the technology, method and equipment should be considered as a part of the authorization specification. In all examples shown and discussed here, any specific value should be interpreted as being merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters represent similar items in the following drawings, so that once a certain item is defined in an accompanying drawing, it does not need to be further discussed in subsequent drawings.

[0031] In the description of the present application, it should be understood that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the device or element referred to must have a specific direction or be constructed and operated in a specific direction, and therefore cannot be understood as limiting the scope of protection of the present application; the directional words "inside and outside" refer to the inside and outside relative to the outline of each component itself.

[0032] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" may include both "above" and "below". The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0033] In addition, it should be noted that the use of words such as "first" and "second" to define components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above words have no special meaning and cannot be understood as limiting the scope of protection of this application. In addition, although the terms used in this application are selected from well-known and commonly used terms, some terms mentioned in the specification of this application may be selected by the applicant at his or her discretion, and their detailed meanings are explained in the relevant parts of the description of this article. In addition, it is required to understand this application not only by the actual terms used, but also by the meaning implied by each term.

[0034] Figure 1 The structure diagram of an altitude simulation test system according to an embodiment of the present invention is shown. As shown in the figure, an altitude simulation test system 100 suitable for testing a fuel cell engine 103 mainly includes a fresh air processing unit 101, an environmental chamber pressure-resistant cabin 102, a hydrogen exhaust circuit 104, an air exhaust circuit 108, a cabin exhaust circuit 112 and a negative pressure equalization water tank 115.

[0035] The fuel cell engine 103 to be tested is arranged in the environmental chamber pressure cabin 102, and the environmental chamber pressure cabin 102 provides a negative pressure environment for testing the fuel cell engine 103. The environmental chamber pressure cabin 102 is connected to the fresh air processing unit 101, and the fresh air processing unit 101 provides the fresh air required for the operation of the fuel cell engine 103 into the environmental chamber pressure cabin 102.

[0036] The hydrogen exhaust circuit 104 includes a hydrogen exhaust buffer tank 105, a hydrogen exhaust air flow regulating valve 106 and a hydrogen exhaust air pressure centrifuge 107. The two ends of the hydrogen exhaust air flow regulating valve 106 are respectively connected to the hydrogen exhaust buffer tank 105 and the hydrogen exhaust air pressure centrifuge 107. The hydrogen exhaust buffer tank 105 is connected to the fuel cell engine 103. It is easy to understand that the hydrogen exhaust air pressure centrifuge 107 is used to extract hydrogen generated during the operation of the fuel cell engine 103, and the hydrogen is discharged to the outside through the hydrogen exhaust buffer tank 105, the hydrogen exhaust air flow regulating valve 106 and the hydrogen exhaust air pressure centrifuge 107. The hydrogen exhaust air flow regulating valve 106 is used to control the amount of gas extracted by the hydrogen exhaust air pressure centrifuge 107.

[0037] The air exhaust circuit 108 includes an empty exhaust buffer tank 109, an empty exhaust air flow regulating valve 110 and an empty exhaust pressure centrifuge 111. The two ends of the empty exhaust air flow regulating valve 110 are respectively connected to the empty exhaust buffer tank 109 and the empty exhaust pressure centrifuge 111, and the empty exhaust buffer tank 109 is connected to the fuel cell engine 103. The empty exhaust pressure centrifuge 111 is used to extract other gases generated during the operation of the fuel cell engine 103, and these gases are discharged to the outside through the empty exhaust buffer tank 109, the empty exhaust air flow regulating valve 110 and the empty exhaust pressure centrifuge 111. The empty exhaust air flow regulating valve 110 is used to control the amount of gas extracted by the empty exhaust pressure centrifuge 111.

[0038] The cabin exhaust circuit 112 includes a cabin exhaust flow regulating valve 113 and a cabin exhaust pressure centrifuge 114. The two ends of the cabin exhaust flow regulating valve 113 are respectively connected to the environmental cabin pressure cabin 102 and the cabin exhaust pressure centrifuge 114. The gas in the environmental cabin pressure cabin 102 is discharged to the outside through the cabin exhaust flow regulating valve 113 and the cabin exhaust pressure centrifuge 114. The cabin exhaust flow regulating valve 113 is used to control the amount of gas extracted by the cabin exhaust pressure centrifuge 114.

[0039] The negative pressure equalization water tank 115 is connected to the hydrogen exhaust pressure centrifuge 107, the air exhaust pressure centrifuge 111 and the cabin pressure centrifuge 114. The pressure in the negative pressure equalization water tank 115 is the same, so that the hydrogen exhaust circuit 104, the air exhaust circuit 108 and the cabin exhaust circuit 112 form the same back pressure.

[0040] The altitude simulation test system 100 provided by the present invention can provide an altitude simulation environment for a fuel cell engine 103 to perform altitude simulation test and verification on the fuel cell engine 103 .

[0041] Preferably, the altitude simulation test system 100 also includes a first control unit (not shown). A cabin pressure sensor is provided in the pressure-resistant cabin 102 of the environmental cabin, a hydrogen exhaust sensor is provided in the hydrogen exhaust buffer tank 105, and an air exhaust sensor is provided in the air exhaust buffer tank 109. The first control unit is connected to the fresh air processing unit 101, the cabin pressure sensor, the hydrogen exhaust sensor, the air exhaust sensor, the hydrogen exhaust air extraction flow regulating valve 106, the air exhaust air extraction flow regulating valve 110 and the cabin exhaust air extraction flow regulating valve 113. The first control unit adjusts the air intake opening of the fresh air processing unit according to the test requirements, and integrates the exhaust openings of the hydrogen exhaust air extraction flow regulating valve 106, the air exhaust air extraction flow regulating valve 110 and the cabin exhaust air extraction flow regulating valve 113 according to the pressure signals obtained by the cabin pressure sensor, the hydrogen exhaust sensor and the air exhaust sensor, so that the mutual pressure difference in the pressure-resistant cabin 102 of the environmental cabin, the hydrogen exhaust buffer tank 105 and the air exhaust buffer tank 109 is within 2KPA (kilopascals). Conventionally, the mutual pressure difference range is within 1KPA to 2KPA, which meets the test conditions of the fuel cell engine 103. It should be noted that the first control unit usually includes a data receiving module, a processing module and a control module. The data receiving module is used to receive external data, including pressure data from various sensors. The processing module calculates the action requirements of the hydrogen exhaust air flow regulating valve 106, the air exhaust air flow regulating valve 110 and the cabin exhaust air flow regulating valve 113 according to the operating time and real-time operating requirements of the fuel cell engine 103. The control module adjusts the opening of each regulating valve according to the calculation results of the processing module to keep the mutual pressure difference in the environmental cabin pressure-resistant cabin 102, the hydrogen exhaust buffer tank 105 and the air exhaust buffer tank 109 within a reasonable range to prevent atmospheric volume shock and cause excessive pressure fluctuations. The software running on the data receiving module, the processing module and the control module in the first control unit is easily obtained by those skilled in the art.

[0042] Preferably, the altitude simulation test system 100 also includes a main air inlet valve 116 and a bypass air inlet regulating valve 117. The fresh air processing unit 101 is connected to the environmental chamber pressure-resistant cabin 102 through the air inlet valve and the bypass air inlet regulating valve 117 connected in parallel. The first control unit adjusts the air output (fresh air volume) of the fresh air processing unit 101 through the air inlet valve and the bypass air inlet regulating valve 117. In one embodiment, the first control unit more accurately adjusts the air output of the fresh air processing unit 101, that is, the air intake of the environmental chamber pressure-resistant cabin 102, through rough adjustment of the main air inlet valve 116 and fine adjustment of the bypass air inlet regulating valve 117. More preferably, the maximum air intake volume adjusted by the main air inlet valve 116 and the bypass air inlet regulating valve 117 is 120% to 130% of the air intake volume required by the working condition of the fuel cell engine 103. When the hydrogen exhaust circuit 104, the air exhaust circuit 108 and the cabin exhaust circuit 112 are working simultaneously, the exhaust volume of the three is equivalent to 89% to 100% of the air intake volume of the environmental cabin pressure cabin 102, plus saturated water vapor.

[0043] Preferably, the altitude simulation test system 100 also includes a second control unit (not shown) connected to the first control unit. The second control unit is used to control the fuel cell engine 103 to perform the test condition according to the provisions of the test conditions. The first control unit adjusts the exhaust opening of the hydrogen exhaust air flow regulating valve 106, the air exhaust air flow regulating valve 110 and the cabin exhaust air flow regulating valve 113 according to the real-time working condition loading timing of the fuel cell engine 103 fed back by the second control unit, as well as the cabin pressure sensor, the hydrogen exhaust sensor and the air exhaust sensor. Specifically, the test condition fits a synchronous gas consumption condition curve, and the first control unit synchronously assigns it to the environmental cabin pressure-resistant cabin 102, and the environmental cabin pressure-resistant cabin 102 controls the reading of the working condition action time axis and the real-time working condition gas demand. The first control unit judges the action demand of the air exhaust air flow regulating valve 110 in real time to prevent the atmospheric volume from impacting the pressure control, over-calling the gas demand, and preventing excessive pressure fluctuations, and synchronously couples the negative pressure control of the pressure sensor of the empty exhaust buffer tank 109, and corrects the pressure control when it is greater than a certain pressure difference. Here, the first control unit can make a first-level assignment and a second-level sensor pressure control logic in order to more accurately control the pressure fluctuation. The hydrogen exhaust volume is relatively small, and the hydrogen exhaust buffer tank 105 of the hydrogen exhaust circuit 104 can be used for general buffer tank pressure control, and a pulse exhaust volume (pulse exhaust time) correction can be considered accordingly. The most important function of the cabin exhaust circuit 112 is to fill the change in gas consumption caused by the load change of the working condition, and to extract the excess gas from the pressure-resistant cabin 102 of the environmental cabin. The change in gas consumption of the air exhaust circuit 108 due to the load change is synchronously compensated by the cabin exhaust circuit 112. The total number of the cabin exhaust circuit 112 and the air exhaust circuit 108 should be coupled with the maximum power demand and basically stable to maintain the altitude environment. In one embodiment, the first control unit real-time links the various actuators connected to the first control unit, and controls them through the CAN bus linkage to improve the control efficiency.

[0044] The cabin pressure sensor is coupled to the cabin control, and the position cabin pressure is stable. Here, a primary assignment and a secondary sensor pressure control logic are made to more accurately control pressure fluctuations.

[0045] Preferably, the cabin pressure sensor, hydrogen exhaust pressure sensor and air exhaust pressure sensor are used to adjust the exhaust opening of the hydrogen exhaust air flow regulating valve, air exhaust air flow regulating valve and cabin exhaust air flow regulating valve. And, when the test fresh air demand is met, it is used to adjust the fresh air volume of the fresh air processing unit.

[0046] Preferably, the altitude simulation test system 100 also includes a design of the ratio of the intake air volume to the exhaust air volume (hydrogen exhaust, air exhaust, and cabin exhaust). Generally speaking, the fresh air volume of the fresh air processing unit 101 is greater than the fresh air volume required for the test. The excess part is discharged out of the cabin through the cabin exhaust circuit 112. The air exhaust circuit 108 works in real time to follow the test working condition requirements. The part of the air demand that changes due to the variable load of the working condition is discharged in real time by the cabin exhaust circuit 112.

[0047] Preferably, the altitude simulation test system 100 further includes a first equalizing connecting pipe 118. The first equalizing connecting pipe 118 is used to connect the environmental chamber pressure hull 102 and the hydrogen discharge buffer tank 105 to prevent the environmental chamber pressure hull 102 from being impacted by atmospheric air and causing excessive pressure fluctuations.

[0048] Preferably, the altitude simulation test system 100 further includes a second balancing connecting pipe 119. The second balancing connecting pipe 119 is used to connect the environmental chamber pressure hull 102 and the emptying buffer tank 109 to prevent the environmental chamber pressure hull 102 from being impacted by atmospheric air and causing excessive pressure fluctuations.

[0049] Preferably, the negative pressure equalization water tank 115 is provided with a drain valve 120 at the top and a drain valve 121 at the bottom, which are used to discharge gas and water respectively, in compliance with the regulatory requirements that direct discharge into the environment is prohibited.

[0050] Preferably, during the test of the fuel cell engine 103, the empty exhaust pressure centrifuge 111 is always open. The exhaust volume of the empty exhaust pressure centrifuge 111 is adjusted by the empty exhaust flow regulating valve 110. When the fuel cell engine 103 is tested at 90KPA or 95KPA, the air exhaust circuit 108 maintains the exhaust capacity to prevent the empty exhaust pressure centrifuge 111 from being frequently started and stopped at low load, thereby affecting the exhaust test.

[0051] The altitude simulation test system provided by the present invention has the following characteristics:

[0052] 1. Effectively realize the pressure difference control of the environmental chamber pressure cabin, hydrogen discharge buffer tank and air discharge buffer tank to simulate the plateau altitude test conditions;

[0053] 2. Air intake control of the pressure-resistant cabin of the environmental cabin, and synchronous linkage control of hydrogen exhaust, air exhaust and cabin exhaust according to working conditions;

[0054] 3. Reduce the impact of environmental negative pressure under dynamic load changes, which is better than pipeline negative pressure solutions. The negative pressure effect is really good under constant load, and the negative pressure effect is also really good under dynamic load changes;

[0055] 4. The exhaust effect is good, and the back pressure of the hydrogen exhaust circuit and the air exhaust circuit is small.

[0056] It will be apparent to those skilled in the art that various modifications and variations may be made to the above exemplary embodiments of the present invention without departing from the spirit and scope of the present invention. Therefore, it is intended that the present invention covers modifications and variations of the present invention that fall within the scope of the appended claims and their equivalent technical solutions.

Claims

1. An altitude simulation test system for testing a fuel cell engine, comprising: Fresh air handling unit; An environmental cabin pressure-resistant cabin body, connected to the fresh air processing unit, and the fuel cell engine is arranged in the environmental cabin pressure-resistant cabin body; A hydrogen exhaust circuit, comprising a hydrogen exhaust buffer tank, a hydrogen exhaust air flow regulating valve and a hydrogen exhaust air pressure centrifuge, wherein both ends of the hydrogen exhaust air flow regulating valve are respectively connected to the hydrogen exhaust buffer tank and the hydrogen exhaust air pressure centrifuge, and the hydrogen exhaust buffer tank is connected to the fuel cell engine; An air exhaust circuit, comprising an air exhaust buffer tank, an air exhaust air flow regulating valve and an air exhaust pressure centrifuge, wherein two ends of the air exhaust air flow regulating valve are respectively connected to the air exhaust buffer tank and the air exhaust pressure centrifuge, and the air exhaust buffer tank is connected to the fuel cell engine; The cabin exhaust circuit includes a cabin exhaust flow regulating valve and a cabin exhaust pressure centrifuge, wherein two ends of the cabin exhaust flow regulating valve are respectively connected to the environmental cabin pressure-resistant cabin body and the cabin exhaust pressure centrifuge; A negative pressure equalization water tank is connected to the hydrogen exhaust pressure centrifuge, the air exhaust pressure centrifuge and the cabin pressure centrifuge; The altitude simulation test system also includes a first control unit, a cabin pressure sensor is provided in the pressure-resistant cabin of the environmental cabin, a hydrogen exhaust sensor is provided in the hydrogen exhaust buffer tank, and an air exhaust sensor is provided in the air exhaust buffer tank. The first control unit is connected to the fresh air processing unit, the cabin pressure sensor, the hydrogen exhaust sensor, the air exhaust sensor, the hydrogen exhaust air extraction flow regulating valve, the air exhaust air extraction flow regulating valve and the cabin air extraction flow regulating valve. The first control unit adjusts the air intake opening of the fresh air processing unit according to the test requirements, and adjusts the exhaust openings of the hydrogen exhaust air extraction flow regulating valve, the air exhaust air extraction flow regulating valve and the cabin air extraction flow regulating valve according to the cabin pressure sensor, the hydrogen exhaust sensor and the air exhaust sensor, so that the mutual pressure difference in the pressure-resistant cabin of the environmental cabin, the hydrogen exhaust buffer tank and the air exhaust buffer tank is within 2KPA; The altitude simulation test system also includes a second control unit connected to the first control unit, the second control unit is used to control the fuel cell engine to execute the test condition, the first control unit adjusts the exhaust opening of the hydrogen exhaust air flow regulating valve, the air exhaust air flow regulating valve and the cabin exhaust air flow regulating valve according to the real-time condition loading timing of the fuel cell engine fed back by the second control unit, as well as the cabin pressure sensor, hydrogen exhaust sensor and air exhaust sensor.

2. The altitude simulation test system according to claim 1, characterized in that: It also includes a main air inlet valve and a bypass air inlet regulating valve. The fresh air processing unit is connected to the pressure-resistant cabin of the environmental chamber through the air inlet valve and the bypass air inlet regulating valve in parallel. The first control unit adjusts the air output of the fresh air processing unit through the air inlet valve and the bypass air inlet regulating valve.

3. The altitude simulation test system as claimed in claim 2, characterized in that: The intake air volume regulated by the main air intake valve and the bypass air intake regulating valve is 120% to 130% of the air volume required by the fuel cell engine operating condition.

4. The altitude simulation test system according to claim 1, characterized in that: It also includes a first equalizing connecting pipeline for connecting the environmental cabin pressure-resistant cabin body and the hydrogen discharge buffer tank.

5. The altitude simulation test system according to claim 1, characterized in that: It also includes a second equalizing connecting pipeline for connecting the pressure-resistant cabin of the environmental cabin and the emptying buffer tank.

6. The altitude simulation test system according to claim 1, characterized in that: The top of the negative pressure equalization water tank is provided with a drain valve, and the bottom is provided with a water discharge valve.

7. The altitude simulation test system according to claim 1, characterized in that: During the test of the fuel cell engine, the empty exhaust pressure centrifuge is always open, and the exhaust volume of the empty exhaust pressure centrifuge is adjusted by the empty exhaust flow regulating valve.

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