Simulation test system for fuel cell engine turbocharger

Abstract

The application relates to a simulation test system for a fuel cell engine turbocharger, which comprises a compressor, a turbine, a motor, an air bearing, an air filter, an intercooler, an air source assembly, a motor controller, a motor driving power supply and a host computer; the compressor is installed on an air inlet channel of the fuel cell engine; the turbine is installed on an air outlet channel of the fuel cell engine; a rotor of the motor is coaxially connected between the turbine and the compressor; the air bearing is installed between blades of the compressor and / or blades of the turbine and a shell; an air outlet end of the air filter is connected with an air inlet end of the compressor; an air inlet end of the intercooler is connected with an air outlet end of the compressor, and an air outlet end of the intercooler is connected with an air inlet end of the turbine; an air outlet end of the air source assembly is connected with the air bearing; the motor controller is electrically connected with the motor; the motor driving power supply is electrically connected with the motor controller; and the host computer is communicatively connected with at least one of the air source assembly and the motor controller.

Description

Technical Field

[0001] This application relates to the field of power machinery performance testing technology, and in particular to a simulation test system for fuel cell engine turbochargers. Background Technology

[0002] As fuel cell engine technology gradually becomes commercialized, the use of turbochargers with energy recovery has become a trend in fuel cell engine technology development in order to improve the performance and efficiency of fuel cell engines.

[0003] Unlike turbochargers used in diesel engines, turbochargers for fuel cell engines have the following key characteristics: First, they typically use air bearings; second, they require high-voltage direct current (VDC) drive; and third, they require cooling water to cool the motor controller. Therefore, turbochargers for fuel cell engines differ significantly from those for diesel engines.

[0004] Due to the sensitivity of fuel cell engines, poor control of the cathode intake pressure can cause serious damage, affecting the performance and durability of the experimental fuel cell engine. Therefore, it is necessary to conduct complete separate testing on the turbocharger used in the fuel cell engine to ensure that its performance and control functions meet the requirements. Summary of the Invention

[0005] Therefore, it is necessary to provide a simulation test system for turbochargers used in fuel cell engines to address the issue of how to ensure that the performance and control functions of turbochargers used in fuel cell engines meet the requirements.

[0006] This application provides a simulation test system for a fuel cell engine turbocharger, comprising:

[0007] The compressor is installed on the air intake of the fuel cell engine;

[0008] A turbine is mounted on the exhaust duct of the fuel cell engine;

[0009] An electric motor, the rotor of which is coaxially connected between the turbine and the compressor;

[0010] An air bearing is installed between the blades of the compressor and / or the blades of the turbine and the housing;

[0011] An air filter, wherein the air outlet of the air filter is connected to the air inlet of the compressor;

[0012] An intercooler, wherein the air inlet of the intercooler is connected to the air outlet of the compressor, and the air outlet of the intercooler is connected to the air inlet of the turbine;

[0013] An air source assembly, wherein the air outlet of the air source assembly is connected to the air bearing;

[0014] The motor controller is electrically connected to the motor;

[0015] The motor drive power supply is electrically connected to the motor controller; and

[0016] The host computer is communicatively connected to at least one of the air source component and the motor controller.

[0017] In one embodiment, the gas source assembly includes:

[0018] A gas cylinder, the outlet of which is connected to the air bearing;

[0019] An air source inlet control valve is installed on the connection passage between the outlet end of the gas cylinder and the air bearing; the air source inlet control valve is communicatively connected to the host computer, which is configured to control the opening and closing of the air source inlet control valve.

[0020] In one embodiment, the gas source assembly further includes:

[0021] An air source inlet flow meter is installed on the connection path between the outlet end of the gas cylinder and the air bearing; the air source inlet flow meter is communicatively connected to the host computer, which is configured to acquire the monitored flow rate of the air source inlet flow meter.

[0022] In one embodiment, it further includes:

[0023] An intake flow meter, wherein the intake end of the intake flow meter is connected to the outlet end of the intercooler; the outlet end of the intake flow meter is connected to the intake end of the turbine; the intake flow meter is communicatively connected to a host computer, which is configured to acquire the monitored flow rate of the intake flow meter; and

[0024] An intake bypass valve is provided, which is connected to the outlet end of the intake flow meter; the intake bypass valve is also connected to a host computer, which is configured to control the opening degree of the intake bypass valve.

[0025] In one embodiment, it further includes:

[0026] An exhaust flow meter, wherein the inlet end of the exhaust flow meter is connected to the outlet end of the inlet flow meter, and the outlet end of the exhaust flow meter is connected to the inlet end of the turbine; the exhaust flow meter is communicatively connected to a host computer, which is configured to acquire the monitored flow rate of the exhaust flow meter; and

[0027] An exhaust bypass valve is provided, which is connected to the inlet end of the exhaust flow meter; the exhaust bypass valve is also connected to a host computer, which is configured to control the opening degree of the exhaust bypass valve.

[0028] In one embodiment, it further includes:

[0029] A back pressure valve, wherein the inlet end of the back pressure valve is connected to the outlet end of the inlet flow meter, and the outlet end of the back pressure valve is connected to the inlet end of the exhaust flow meter; the back pressure valve is communicatively connected to the host computer, which is configured to regulate the opening degree of the back pressure valve.

[0030] In one embodiment, it further includes:

[0031] A vortex-inducing pressure sensor is installed in the connection passage between the outlet end of the intake flow meter and the intake end of the exhaust flow meter.

[0032] In one embodiment, it further includes:

[0033] The pressure sensor is installed in the connection passage between the outlet end of the compressor and the inlet end of the intercooler.

[0034] In one embodiment, it further includes:

[0035] A post-compression temperature sensor is installed in the connection passage between the outlet end of the compressor and the inlet end of the intercooler; and

[0036] The temperature sensor after intercooling is installed on the connection passage near the outlet end of the intercooler.

[0037] In one embodiment, it further includes:

[0038] A water pump, the input end of which is connected to a cooling water tank, and the output end of which is connected to the air inlet of the intercooler.

[0039] The simulation test system for turbochargers of fuel cell engines provided in this application can flexibly and comprehensively adjust and simulate the operating conditions of the turbocharger assembly and monitor all key data, thereby enabling comprehensive performance testing and functional verification of high-pressure turbochargers with air bearings in an offline state (without matching a real fuel cell stack). Attached Figure Description

[0040] Figure 1 A schematic diagram of the structure of a simulation test system for a fuel cell engine turbocharger provided in an embodiment of this application is shown.

[0041] Icon labels:

[0042] 1-Host computer;

[0043] 2-Air filter;

[0044] 3-Turbocharger assembly;

[0045] 31-Compressor;

[0046] 32-Turbine;

[0047] 33-Motor;

[0048] 34-Air bearing;

[0049] 4-Post-compression temperature sensor;

[0050] 5-Post-pressure sensor;

[0051] 6-Intercooler;

[0052] 7-Temperature sensor after intercooling;

[0053] 8-Inlet flow meter;

[0054] 9-Intake bypass valve;

[0055] 10 - Water pump;

[0056] 11-Cooling water tank;

[0057] 12-Cooling fan;

[0058] 13-Gas cylinder;

[0059] 14-Air source inlet control valve;

[0060] 15 - Air source inlet flow meter;

[0061] 16 - Inlet pressure sensor;

[0062] 17-Motor controller;

[0063] 18-Motor drive power supply;

[0064] 19 - Exhaust flow meter;

[0065] 20-Vortex inlet pressure sensor;

[0066] 21-Back pressure valve;

[0067] 22-Exhaust bypass valve. Detailed Implementation

[0068] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0069] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0070] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0071] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0072] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0073] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0074] See Figure 1 , Figure 1 This paper illustrates a schematic diagram of a simulation test system for a fuel cell engine turbocharger provided in an embodiment of this application. The simulation test system for a fuel cell engine turbocharger provided in an embodiment of this application includes: a host computer 1, an air filter 2, a turbocharger assembly 3, a post-compression temperature sensor 4, a post-compression pressure sensor 5, an intercooler 6, a post-intercooler temperature sensor 7, an intake flow meter 8, an intake bypass valve 9, a water pump 10, a water tank 11, a cooling fan 12, an air source assembly, a motor controller 17, a motor drive power supply 18, an exhaust flow meter 19, a turbine inlet pressure sensor 20, a back pressure valve 21, and an exhaust bypass valve 22.

[0075] Before formally introducing the embodiments of this application, a brief introduction to the turbocharger assembly 3 will be given first.

[0076] The turbocharger assembly 3 mainly includes a compressor 31, a turbine 32, and a rotor of a motor 33 coaxially connecting the turbine 32 and the compressor 31. Generally, the compressor 31 is installed on the engine's intake manifold, and the turbine 32 is installed on the engine's exhaust manifold. The working principle of the turbocharger assembly 3 is briefly described as follows: the exhaust gas from the engine's exhaust manifold drives the impeller of the turbine 32 to rotate, which in turn drives the impeller of the compressor 31 connected to it to rotate simultaneously. The impeller of the compressor 31 forces air in through the intake port, and after being compressed by the rotation of the compressor blades, the air enters a compression channel with an increasingly smaller diameter for secondary compression. Here, the compressed air is injected into the cylinder for combustion. The compressed air then enters the cylinder through the intake manifold to participate in combustion and do power. The exhaust gas after combustion is discharged from the exhaust manifold and enters the turbine to repeat the above steps.

[0077] It should be noted that in this embodiment, the turbocharger assembly 3 uses an air bearing 34. Specifically, the air bearing 34 can be a bearing in which a pressurized air film formed between the turbine impeller and the housing of the turbocharger assembly 3 supports the load; it can also be a bearing in which a pressurized air film formed between the turbocharger impeller and the housing of the turbocharger assembly 3 supports the load; or it can be a bearing in which a pressurized air film formed between the turbine impeller and the turbocharger impeller and the housing of the turbocharger assembly 3 supports the load. During operation, the turbine impeller and / or the turbocharger impeller and the volute are completely separated by the air film. The air bearing 34 belongs to the category of fluid sliding bearings and is fluid lubricated during operation. The most common lubricating medium is air, but nitrogen, argon, hydrogen, helium, or carbon dioxide can also be used as the lubricating medium as needed.

[0078] In this embodiment, the compressor is installed on the intake duct of the fuel cell engine; the turbine is installed on the exhaust duct of the fuel cell engine; the rotor of the motor is coaxially connected between the turbine and the compressor; the air bearing 34 is installed between the blades of the compressor and / or the blades of the turbine and the housing; the outlet end of the air filter 2 is connected to the intake end of the compressor; the intake end of the intercooler 6 is connected to the outlet end of the compressor, and the outlet end of the intercooler 6 is connected to the intake end of the turbine; the outlet end of the air source assembly is connected to the air bearing 34; the motor controller 17 is electrically connected to the motor; the motor drive power supply 18 is electrically connected to the motor controller 17; and the host computer 1 is communicatively connected to at least one of the air source assembly and the motor controller 17.

[0079] The motor drive power supply 18 is started, enabling it to power the motor controller 17. The air intake control valve 14 controls the airflow from the gas cylinder 13 into the air bearing 34. The water pump 10, cooling water tank 11, and cooling fan 12 provide an independent cooling water supply for the intercooler 6. The host computer 1 controls the air intake control valve 14 and the water pump 10 to change the operating environment, thereby simulating different test environments to test the performance of the fuel cell engine turbocharger.

[0080] The simulation test system for turbochargers of fuel cell engines provided in this embodiment can flexibly and comprehensively adjust and simulate the operating conditions of the turbocharger assembly and monitor all key data, thereby enabling comprehensive performance testing and functional verification of a high-pressure turbocharger with air bearings 34 in an offline state (without matching a real fuel cell stack).

[0081] It should be noted that the motor drive power supply 18 involved in this embodiment is a high-voltage component of the fuel cell engine turbocharger. The motor controller 17 needs to input high-voltage DC power to drive it. Currently, the motor drive power supply 18 generally has two selectable high-voltage platforms, namely 250V~450V or 400V~750V. The specific high-voltage platform can be selected according to the needs, and no specific limitation is made here.

[0082] During control function testing, the motor drive power supply 18 is turned on to power the motor controller 17. The host computer receives the signal sent by the motor controller 17 and determines the correctness of the received signal. If it is confirmed to be correct, the host computer sends a minimum operating command to the motor controller 17 and monitors the signals fed back to the host computer by the motor controller 17.

[0083] The intercooler 6 involved in this embodiment is mainly used to reduce the temperature of the hot air compressed by the turbocharger before it reaches the combustion chamber of the engine. Since cold air has a higher density, there is more air per unit volume. Increasing the volume of intake air results in more efficient engine output, thereby significantly improving the efficiency of the turbocharger. In one embodiment, an independent cooling water path is provided to the intercooler 6 by arranging a water pump 10, a coolant tank 11, and a cooling fan 12. Specifically, the input end of the water pump 10 is connected to the coolant tank 11, the output end of the water pump 10 is connected to the air intake end of the intercooler 6, and the cooling fan 12 cools the coolant tank 11 by purging it.

[0084] The gas source components involved in this embodiment may include: a gas cylinder 13, a gas source inlet control valve 14, and a gas source inlet flow meter 15. The outlet of the gas cylinder 13 is connected to the air bearing 34, providing a gas source for the air bearing 34. The gas source inlet control valve 14 is installed in the connection path between the outlet of the gas cylinder 13 and the air bearing 34; the gas source inlet control valve 14 is communicatively connected to a host computer, which is configured to control the opening and closing of the gas source inlet control valve 14. The gas source inlet flow meter 15 is installed in the connection path between the outlet of the gas cylinder 13 and the air bearing 34; the gas source inlet flow meter 15 is communicatively connected to the host computer, which is configured to acquire the monitored flow rate of the gas source inlet flow meter 15.

[0085] When testing the air consumption of the air bearing 34, the host computer opens the air source inlet control valve 14, allowing air from the gas cylinder 13 to enter the pipeline of the air bearing 34 through the outlet of the gas cylinder 13. The inlet pressure sensor 16 is used to detect the pressure value at the inlet of the air bearing 34. Generally, the opening of the air source inlet control valve 14 can be adjusted using a PID controller to achieve the required and stable inlet pressure of the air bearing 34. The host computer collects the monitored flow rate of the air source inlet flow meter 15 to obtain the air consumption of the air bearing 34 corresponding to the inlet pressure of the air bearing 34.

[0086] Optionally, the air inlet control valve 14 can be a butterfly valve. A brief explanation of the butterfly valve is as follows: A butterfly valve is a valve that uses a circular disc as its opening and closing element to open, close, and regulate the flow of media within a pipeline. Within the cylindrical passage of the butterfly valve body, the disc rotates around its axis, with a rotation angle between 0° and 90°. When rotated to 90°, the butterfly valve is fully open. The relationship between the opening degree of the butterfly valve and the flow rate is basically linear. If used for flow control, its flow characteristics are also closely related to the flow resistance of the piping. For example, if two pipelines have valves of the same diameter and type, but different pipeline loss coefficients, the flow rates of the valves will differ significantly.

[0087] In one embodiment, the system further includes: an intake flow meter 8 and an intake bypass valve 9. The intake end of the intake flow meter 8 is connected to the outlet end of the intercooler 6; the outlet end of the intake flow meter 8 is connected to the intake end of the turbine; the intake flow meter 8 is communicatively connected to a host computer, which is configured to acquire the monitored flow rate of the intake flow meter 8. The intake bypass valve 9 is connected to the outlet end of the intake flow meter 8; the intake bypass valve 9 is communicatively connected to the host computer, which is configured to regulate the opening degree of the intake bypass valve 9, bypassing a portion of the air to simulate the consumption of a fuel cell.

[0088] In one embodiment, the system further includes an exhaust flow meter 19 and an exhaust bypass valve 22. The inlet end of the exhaust flow meter 19 is connected to the outlet end of the inlet flow meter 8, and the outlet end of the exhaust flow meter 19 is connected to the inlet end of the turbine. The exhaust flow meter 19 is communicatively connected to a host computer configured to acquire the monitored flow rate of the exhaust flow meter 19. The exhaust bypass valve 22 is connected to the inlet end of the exhaust flow meter 19. The exhaust bypass valve 22 is communicatively connected to the host computer configured to regulate the opening degree of the exhaust bypass valve 22, allowing some air to bypass the turbine 32 to verify its energy recovery effect.

[0089] In one embodiment, the system further includes a back pressure valve 21. The inlet of the back pressure valve 21 is connected to the outlet of the intake flow meter 8, and the outlet of the back pressure valve 21 is connected to the inlet of the exhaust flow meter 19. The back pressure valve 21 is communicatively connected to the host computer, which is configured to regulate the opening of the back pressure valve 21, thereby providing back pressure to the turbocharger assembly 3.

[0090] In one embodiment, the device further includes a vortex inlet pressure sensor 20. The vortex inlet pressure sensor 20 is installed in the connection passage between the outlet end of the intake flow meter 8 and the intake end of the exhaust flow meter 19.

[0091] In one embodiment, the system further includes a post-compression pressure sensor 5. The post-compression pressure sensor 5 is installed in the connection passage between the outlet end of the compressor and the inlet end of the intercooler 6.

[0092] In one embodiment, the system further includes a post-compressor temperature sensor 4 and a post-intercooler temperature sensor 7. The post-compressor temperature sensor 4 is installed in the connection passage between the outlet end of the compressor and the inlet end of the intercooler 6. The post-intercooler temperature sensor 7 is installed in the connection passage near the outlet end of the intercooler 6.

[0093] In one embodiment, the host computer 1 is connected to the post-pressure temperature sensor 4, post-pressure pressure sensor 5, post-intercooler temperature sensor, intake flow meter 8, air source intake flow meter 15, exhaust flow meter 19, and vortex inlet pressure sensor via a low-voltage wiring harness. The host computer can simultaneously collect sensor signals such as temperature, pressure, and mass flow rate to verify the performance of the fuel cell engine turbocharger.

[0094] The host computer 1 is connected to the intake bypass valve 9, water pump 10, cooling fan 12, air source intake control valve 14, inlet pressure sensor 16, and back pressure valve 21 via a low-voltage wiring harness. The host computer 1 adjusts and simulates the operating conditions of the fuel cell engine turbocharger by adjusting the intake bypass valve 9, water pump 10, cooling fan 12, air source intake control valve 14, inlet pressure sensor 16, and back pressure valve 21.

[0095] During compressor performance testing, the motor drive power supply 18 is turned on, enabling it to power the motor controller 17. The host computer adjusts the opening of the back pressure valve 21 and sends an operating speed signal to the motor controller 17. By monitoring the data from the post-compressor temperature sensor 4, post-compressor pressure sensor 5, and inlet flow meter 8, airflow data at different pressure ratios and compressor speeds are measured.

[0096] Based on this, the host computer adjusts the exhaust bypass valve 22 to change the turbine inlet pressure, and measures the monitoring data of the exhaust flow meter 19 and the turbine inlet pressure sensor 20 to test the turbine exhaust flow rate under different pressure ratios and different compressor speeds, thereby deriving the turbine general characteristic MAP diagram.

[0097] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0098] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A simulation test system for a fuel cell engine turbocharger, characterized in that, include: The compressor is installed on the air intake of the fuel cell engine; A turbine is mounted on the exhaust duct of the fuel cell engine; An electric motor, the rotor of which is coaxially connected between the turbine and the compressor; An air bearing is installed between the blades of the compressor and / or the blades of the turbine and the housing; An air filter, wherein the air outlet of the air filter is connected to the air inlet of the compressor; An intercooler, wherein the air inlet of the intercooler is connected to the air outlet of the compressor, and the air outlet of the intercooler is connected to the air inlet of the turbine; A gas source assembly, the outlet of which is connected to the air bearing; the gas source assembly includes: a gas cylinder, the outlet of which is connected to the air bearing; and a gas source inlet control valve, installed on the connection passage between the outlet of the gas cylinder and the air bearing. The motor controller is electrically connected to the motor; The motor drive power supply is electrically connected to the motor controller; and A host computer is communicatively connected to at least one of the air source component and the motor controller; the air source inlet control valve is communicatively connected to the host computer, and the host computer is configured to control the opening and closing of the air source inlet control valve; The vortex inlet pressure sensor is installed in the connection passage between the outlet end of the inlet flow meter and the inlet end of the exhaust flow meter. A temperature sensor after intercooling is installed on the connection passage near the outlet end of the intercooler; An inlet pressure sensor is used to detect the pressure value at the inlet of the air bearing. A PID controller is used to adjust the opening of the air source intake control valve, thereby ensuring that the inlet pressure of the air bearing reaches the required value and remains stable.

2. The simulation test system for a fuel cell engine turbocharger according to claim 1, characterized in that, The gas source assembly also includes: An air source inlet flow meter is installed on the connection path between the outlet end of the gas cylinder and the air bearing; the air source inlet flow meter is communicatively connected to the host computer, which is configured to acquire the monitored flow rate of the air source inlet flow meter.

3. The simulation test system for a fuel cell engine turbocharger according to claim 1, characterized in that, Also includes: An intake flow meter is provided, wherein the intake end of the intake flow meter is connected to the outlet end of the intercooler; the outlet end of the intake flow meter is connected to the intake end of the turbine; the intake flow meter is communicatively connected to a host computer, which is configured to acquire the monitored flow rate of the intake flow meter.

4. The simulation test system for a fuel cell engine turbocharger according to claim 3, characterized in that, Also includes: An intake bypass valve is provided, which is connected to the outlet end of the intake flow meter; the intake bypass valve is communicatively connected to the host computer, which is configured to regulate the opening degree of the intake bypass valve.

5. The simulation test system for a fuel cell engine turbocharger according to claim 4, characterized in that, Also includes: An exhaust flow meter is provided, wherein the inlet end of the exhaust flow meter is connected to the outlet end of the inlet flow meter, and the outlet end of the exhaust flow meter is connected to the inlet end of the turbine; the exhaust flow meter is communicatively connected to a host computer, which is configured to acquire the monitored flow rate of the exhaust flow meter.

6. The simulation test system for a fuel cell engine turbocharger according to claim 5, characterized in that, Also includes: An exhaust bypass valve is provided, which is connected to the inlet end of the exhaust flow meter; the exhaust bypass valve is also connected to a host computer, which is configured to control the opening degree of the exhaust bypass valve.

7. The simulation test system for a fuel cell engine turbocharger according to claim 6, characterized in that, Also includes: A back pressure valve, wherein the inlet end of the back pressure valve is connected to the outlet end of the inlet flow meter, and the outlet end of the back pressure valve is connected to the inlet end of the exhaust flow meter; the back pressure valve is communicatively connected to the host computer, which is configured to regulate the opening degree of the back pressure valve.

8. The simulation test system for a fuel cell engine turbocharger according to any one of claims 1 to 7, characterized in that, Also includes: The pressure sensor is installed in the connection passage between the outlet end of the compressor and the inlet end of the intercooler.

9. The simulation test system for a fuel cell engine turbocharger according to any one of claims 1 to 7, characterized in that, Also includes: The post-compression temperature sensor is installed in the connection passage between the outlet end of the compressor and the inlet end of the intercooler.

10. The simulation test system for a fuel cell engine turbocharger according to any one of claims 1 to 7, characterized in that, Also includes: A water pump, the input end of which is connected to a cooling water tank, and the output end of which is connected to the air inlet of the intercooler.

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