Hybrid power system, vehicle and control method

Abstract

The invention relates to the technical field of vehicles, in particular to a hybrid power system, a vehicle and a control method.The system comprises an ammonia engine and a fuel cell; the storage and conversion assembly is used for gasifying the stored liquid ammonia into first-path gaseous ammonia and second-path gaseous ammonia; the ammonia catalytic reforming device is used for catalytically reforming the second gaseous ammonia into a first path of hydrogen and a second path of hydrogen, the first path of gaseous ammonia and the first path of hydrogen are fed into an ammonia engine, and the ammonia engine utilizes mixed gas of the first path of gaseous ammonia and the first path of hydrogen for combustion; the hydrogen purification device is used for purifying the second path of hydrogen to obtain a third path of hydrogen, the third path of hydrogen is fed into the fuel cell, and the fuel cell utilizes the third path of hydrogen for combustion. Therefore, the problems that the ammonia engine and the hydrogen-oxygen fuel cell are difficult to be directly integrated together to be applied to the hybrid power system, the energy utilization efficiency is not high when the ammonia engine and the hydrogen-oxygen fuel cell are cooperatively applied to the same hybrid power system, and the working point of the engine cannot be effectively controlled in the prior art are solved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and particularly relates to a hybrid power system, a vehicle and a control method. Background Art

[0002] Hydrogen-oxygen fuel cells have problems such as the difficulty of storing and transporting hydrogen, high costs, and the lack of hydrogen infrastructure. In related technologies, ammonia not only has a high energy density (compared with hydrogen), but can also be produced from renewable energy, becoming an effective carrier of hydrogen.

[0003] However, ammonia engines and hydrogen-oxygen fuel cells are in independent development stages. The combustion stability and ignition problems of ammonia engines, and the hydrogen storage and utilization problems of hydrogen-oxygen fuel cells make it difficult to directly integrate the two for application in a hybrid power system. Summary of the Invention

[0004] The present application provides a hybrid power system, a vehicle and a control method to solve the problems in related technologies that it is difficult to directly integrate an ammonia engine and a hydrogen-oxygen fuel cell for application in a hybrid power system, and the energy utilization efficiency is not high and the engine operating point cannot be effectively controlled when they are co-applied in the same hybrid power system.

[0005] In a first aspect embodiment of the present application, a hybrid power system is provided, including: an ammonia engine and a fuel cell; a storage and conversion component that vaporizes stored liquid ammonia into a first path of gaseous ammonia and a second gaseous ammonia; an ammonia catalytic reforming device that catalytically reforms the second gaseous ammonia into a first path of hydrogen and a second path of hydrogen. Among them, the first path of gaseous ammonia and the first path of hydrogen are sent into the ammonia engine, and the ammonia engine burns using the mixture of the first path of gaseous ammonia and the first path of hydrogen; a hydrogen purification device purifies the second path of hydrogen to obtain a third path of hydrogen, and the third path of hydrogen is sent into the fuel cell, and the fuel cell burns using the third path of hydrogen.

[0006] Optionally, an ammonia transmission pipeline is provided between the storage and conversion component and the ammonia engine. An ammonia pump, an ammonia pressure stabilizing chamber and an ammonia injector are provided on the ammonia transmission pipeline. Among them, the ammonia injector is arranged in the intake duct or the main combustion chamber of the ammonia engine, and the main combustion chamber is connected to the outlet of the intake duct; a first hydrogen transmission pipeline is provided between the ammonia catalytic reforming device and the ammonia engine. A hydrogen pressure stabilizing chamber, a hydrogen flow valve and a hydrogen injector are provided on the first hydrogen transmission pipeline. Among them, the outlet of the hydrogen injector is connected to the pre-chamber of the ammonia engine, the spark plug of the ammonia engine is arranged in the pre-chamber cavity, and the pre-chamber cavity is communicated with the main combustion chamber.

[0007] Optionally, a second hydrogen transmission pipeline is provided between the ammonia catalytic reforming device and the ammonia engine. A pure hydrogen storage chamber and a hydrogen supply system for fuel cells are provided on the second hydrogen transmission pipeline. A hydrogen reflux system is provided between the fuel cell and the pure hydrogen storage chamber to recover the unreacted hydrogen in the fuel cell.

[0008] Optionally, the exhaust system of the ammonia engine is connected to the ammonia catalytic reforming device, and the exhaust gas of the exhaust system enters the ammonia catalytic reforming device for heat exchange, and the recovery and reuse of unburned ammonia and hydrogen in the exhaust gas.

[0009] Optionally, an electric heating system of the ammonia catalytic reforming device is used to heat the ammonia catalytic reforming device.

[0010] Optionally, the hybrid power system further includes: a generator, a drive motor, a power transmission component, a current converter, and a power battery; the ammonia engine is respectively connected to the generator and the power transmission component; the current converter is respectively connected to the generator, the fuel cell, the power battery, and the drive motor, and the drive motor is connected to the power transmission component; wherein, the mechanical energy generated by the ammonia engine drives the vehicle and / or drives the generator through the power transmission component, and the electric energy generated by the generator charges the power battery and / or drives the drive motor through the current converter, and the electric energy generated by the fuel cell charges the power battery and / or drives the drive motor.

[0011] Optionally, the hybrid power system further includes: a thermal management system for managing the waste heat of at least one of the ammonia engine, the fuel cell, and the power battery, and using the waste heat of at least one of the ammonia engine, the fuel cell, and the power battery to heat the ammonia catalytic reforming device.

[0012] An embodiment of the second aspect of the present application provides a vehicle, including the hybrid power system of the first aspect.

[0013] An embodiment of the third aspect of the present application provides a control method for a hybrid power system, which is used to control the hybrid power system of the first aspect, and includes the following steps: obtaining the current state of charge of the power battery; determining the target power mode of the vehicle according to the current state of charge, a plurality of mode switching thresholds, and mode switching requirements, wherein the target power mode is one of multiple power modes of the vehicle, and the multiple power modes include working modes of one or more combinations of the power battery, the ammonia engine, and the fuel cell; controlling the vehicle to enter the target power mode.

[0014] Optionally, determining the target power mode of the vehicle according to a plurality of the current state of charge, mode switching thresholds, and mode switching requirements includes: if the current state of charge is less than the charge replenishment threshold among the mode switching thresholds, determining that the target power mode of the vehicle is: a first device charges the power battery, and a second device provides driving energy for the vehicle, with either the ammonia engine or the fuel cell as the first device and the other as the second device; controlling the vehicle to enter the target power mode includes: in the target operating state, using the excess energy of the driving energy to charge the power battery, and when the driving energy is less than the required energy of the vehicle, controlling the first device to provide the remaining required energy.

[0015] Thus, the present application has the following beneficial effects:

[0016] Through the synergistic effect of the ammonia engine, fuel cell, storage and conversion component, ammonia catalytic reforming device, and hydrogen purification device in the embodiments of the present application, the stored liquid ammonia is vaporized into a first path of gaseous ammonia and a second gaseous ammonia by the storage and conversion component, and then the second gaseous ammonia is catalytically reformed into a first path of hydrogen and a second path of hydrogen by the ammonia catalytic reforming device. The first path of gaseous ammonia and the first path of hydrogen are sent into the ammonia engine, and the ammonia engine burns using the mixture of the first path of gaseous ammonia and the first path of hydrogen. The hydrogen purification device is used to purify the second path of hydrogen to obtain a third path of hydrogen, and the third path of hydrogen is sent into the fuel cell, and the fuel cell burns using the third path of hydrogen. This realizes the reasonable integration of the ammonia engine and the hydrogen-oxygen fuel cell for application in a hybrid power system, can effectively control the engine operating point, and there are multiple waste heat and reaction heat recovery and utilization systems, improving the overall energy efficiency of the system. Thus, it solves the problems in the related art that it is difficult to directly integrate the ammonia engine and the hydrogen-oxygen fuel cell for application in a hybrid power system, and the energy utilization efficiency is not high and the engine operating point cannot be effectively controlled when they are co-applied in the same hybrid power system.

[0017] Additional aspects and advantages of the present application will be partially given in the following description, partially will become obvious from the following description, or will be understood through the practice of the present application. Description of the Drawings

[0018] The above and / or additional aspects and advantages of the present application will become obvious and easy to understand from the following description of the embodiments in conjunction with the drawings, where:

[0019] Figure 1 is a schematic structural diagram of a hybrid power system according to an embodiment of the present application;

[0020] Figure 2 is a schematic structural diagram of a hybrid power system according to an embodiment of the present application;

[0021] Figure 3Schematic flowchart of a control method for a hybrid power system according to an embodiment of the present application.

[0022] Description of reference numerals: 1 - ammonia engine; 2 - hydrogen-oxygen fuel cell; 3 - power battery; 4 - generator; 5 - drive motor; 6 - current converter; 7 - clutch; 8 - fuel tank; 9 - evaporation chamber; 10 - ammonia pump; 11 - ammonia pressure stabilization chamber; 12 - ammonia injector; 13 - ammonia catalytic reforming device; 14 - hydrogen pressure stabilization chamber; 15 - hydrogen flow valve; 16 - hydrogen injector; 17 - hydrogen purification device; 18 - hydrogen reflux system; 19 - pure hydrogen storage chamber; 20 - fuel cell hydrogen supply system; 21 - air supply system; 22 - electric heating system; 23 - thermal management system; 24 - control system; 25 - gearbox; 26 - torque coupler; 27 - main reducer. Detailed implementation manners

[0023] The embodiments of the present application will be described in detail below. The examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals denote the same or similar elements or elements with the same or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are intended to explain the present application, but should not be construed as a limitation to the present application.

[0024] The hybrid power system, vehicle and control method according to the embodiments of the present application will be described below with reference to the accompanying drawings. In view of the problems in the related art that the ammonia engine and the hydrogen-oxygen fuel cell are difficult to be directly integrated and applied to the hybrid power system, and the energy utilization efficiency is not high and the engine operating point cannot be effectively controlled when they are co-applied in the same hybrid power system, the present application provides a hybrid power system. In this system, through the synergistic action of the ammonia engine, the fuel cell, the storage and conversion component, the ammonia catalytic reforming device and the hydrogen purification device, the stored liquid ammonia is gasified into the first gaseous ammonia and the second gaseous ammonia by the storage and conversion component, and then the second gaseous ammonia is catalytically reformed into the first hydrogen and the second hydrogen by the ammonia catalytic reforming device. The first gaseous ammonia and the first hydrogen are sent into the ammonia engine, and the ammonia engine burns using the mixture of the first gaseous ammonia and the first hydrogen. The hydrogen purification device is used to purify the second hydrogen to obtain the third hydrogen, and the third hydrogen is sent into the fuel cell, and the fuel cell burns using the third hydrogen. The ammonia engine and the hydrogen-oxygen fuel cell are reasonably integrated and applied to the hybrid power system, the engine operating point can be effectively controlled, and there are multiple waste heat and reaction heat recovery and utilization systems, ensuring the overall energy efficiency improvement of the system. Thus, the problems in the related art that the ammonia engine and the hydrogen-oxygen fuel cell are difficult to be directly integrated and applied to the hybrid power system, and the energy utilization efficiency is not high and the engine operating point cannot be effectively controlled when they are co-applied in the same hybrid power system are solved.

[0025] Specifically,Figure 1 Schematic structural diagram of a hybrid power system provided by an embodiment of the present application.

[0026] As Figure 1 shown, the hybrid power system includes: an ammonia engine 1, a fuel cell 2, a storage and conversion component 100, an ammonia catalytic reforming device 13, and a hydrogen purification device 17.

[0027] Among them, the storage and conversion component 100 vaporizes the stored liquid ammonia into a first path of gaseous ammonia and a second gaseous ammonia; the ammonia catalytic reforming device 13 catalytically reforms the second gaseous ammonia into a first path of hydrogen and a second path of hydrogen. Among them, the first path of gaseous ammonia and the first path of hydrogen are sent into the ammonia engine 1, and the ammonia engine 1 burns using the mixture of the first path of gaseous ammonia and the first path of hydrogen; the hydrogen purification device 17 purifies the second path of hydrogen to obtain a third path of hydrogen. Among them, the third path of hydrogen is sent into the fuel cell 2, and the fuel cell 2 burns using the third path of hydrogen.

[0028] Among them, the ammonia engine 1 is similar to a conventional engine, including a combustion chamber, a pre-chamber, a spark plug, an intake and exhaust system, a post-treatment system, etc., and has a variety of mechanical components, such as pistons, connecting rods, crankshafts, valves, etc.; the fuel cell 2 is a hydrogen-oxygen fuel cell, adopting a modular design, which is convenient for integration into the system, and is composed of multiple stacked single cells. Each single cell includes an anode plate, a cathode plate, a membrane electrode, a sealing strip, a gas flow channel, a coolant flow channel, etc. The outer shell generally uses corrosion-resistant metal or composite materials; the storage and conversion component 100 includes an evaporation chamber with heating elements inside, such as electric heating or a heat exchanger. The outer shell is made of high-temperature resistant materials and has a steam diversion pipeline for converting liquid ammonia into gas; the ammonia catalytic reforming device 13 is usually of the reactor type, including a catalyst bed, a heating system, an intake pipeline, and an exhaust pipeline, and internally converts ammonia into hydrogen through a catalytic reaction; the hydrogen purification device 17 includes gas separation technologies, such as membrane separation, adsorbents, etc., for removing impurities from the hydrogen generated by the ammonia catalytic reforming device 13.

[0029] It can be understood that the embodiment of the present application integrates a storage conversion component 100, an ammonia catalytic reforming device 13, a hydrogen purification device 17, an ammonia engine 1, and a fuel cell 2. First, the stored liquid ammonia is converted into a first path of gaseous ammonia and a second path of gaseous ammonia in the evaporation chamber of the storage conversion component 100 through a heating element. The first path of gaseous ammonia directly enters the ammonia engine 1, while the second path of gaseous ammonia is sent to the ammonia catalytic reforming device 13 and further converted into a first path of hydrogen and a second path of hydrogen under the action of a catalyst. The ammonia engine 1 uses the mixed first path of gaseous ammonia and the first path of hydrogen as fuel. At the same time, the second path of hydrogen is purified by the hydrogen purification device 17 to obtain high-purity third-path hydrogen for use in the fuel cell 2. The entire system realizes the effective conversion from liquid ammonia to available power through a series of chemical reactions and physical treatment steps, and ensures the stable operation of the system.

[0030] In the embodiment of the present application, an ammonia transmission pipeline is provided between the storage conversion component 100 and the ammonia engine 1. An ammonia pump, an ammonia pressure stabilizing chamber, and an ammonia injector are provided on the ammonia transmission pipeline. Among them, the ammonia injector is arranged in the intake passage or the main combustion chamber of the ammonia engine 1, and the main combustion chamber is connected to the outlet of the intake passage; a first hydrogen transmission pipeline is provided between the ammonia catalytic reforming device 13 and the ammonia engine 1. A hydrogen pressure stabilizing chamber, a hydrogen flow valve, and a hydrogen injector are provided on the first hydrogen transmission pipeline. Among them, the outlet of the hydrogen injector is connected to the pre-chamber of the ammonia engine 1, and the spark plug of the ammonia engine 1 is arranged in the pre-chamber cavity, and the pre-chamber cavity is communicated with the main combustion chamber.

[0031] Among them, the ammonia pump generally includes an electric motor, a pump body, a pressure regulating valve, etc. The outer shell is usually made of corrosion-resistant metal material, and there is a rotor or impeller inside; the ammonia pressure stabilizing chamber has a sealing function and maintains the ammonia pressure stable by adjusting the gas flow and pressure. It is usually equipped with a gas flow regulating device and a pressure sensor; the ammonia injector usually has a connecting pipeline outside, and the material needs to be resistant to high temperature and chemical corrosion; the hydrogen pressure stabilizing chamber has the same structure as the ammonia pressure stabilizing chamber; the hydrogen flow valve has a simple structure and has an electric control device for precisely adjusting the hydrogen flow. It is usually connected to the gas pipeline and the pressure stabilizing chamber; the hydrogen injector usually has a connecting pipeline outside, and the material needs to be resistant to high temperature, chemical corrosion, and hydrogen embrittlement, and at the same time does not cause hydrogen leakage.

[0032] It can be understood that in the embodiment of the present application, the storage conversion component 100 is connected to the ammonia engine 1 through an ammonia transmission pipeline. An ammonia pump, an ammonia pressure stabilizing chamber, and an ammonia injector are provided on this pipeline. The ammonia pump includes components such as an electric motor, a pump body, and a pressure regulating valve, and is internally equipped with a rotor or an impeller to achieve gas transportation. The ammonia pressure stabilizing chamber has a sealing function and is equipped with a gas flow regulating device and a pressure sensor to maintain the stable pressure of ammonia. The ammonia injector is directly arranged in the intake passage or the main combustion chamber of the ammonia engine 1. In addition, a first hydrogen transmission pipeline is provided between the ammonia catalytic reforming device 13 and the ammonia engine 1. A hydrogen pressure stabilizing chamber, a hydrogen flow valve, and a hydrogen injector are installed on this pipeline. The structure of the hydrogen pressure stabilizing chamber is similar to that of the ammonia pressure stabilizing chamber, while the hydrogen flow valve has an electric control device to precisely control the hydrogen flow. The outlet of the hydrogen injector is connected to the pre-combustion chamber of the ammonia engine 1 and needs to be made of materials that can resist high temperature, chemical corrosion, and avoid hydrogen embrittlement to ensure that hydrogen leakage does not occur. The spark plug in the ammonia engine 1 is located in the pre-combustion chamber cavity, and the pre-combustion chamber cavity is connected to the main combustion chamber, thus realizing the safe and effective combustion of the fuel.

[0033] In the embodiment of the present application, a second hydrogen transmission pipeline is provided between the ammonia catalytic reforming device 13 and the ammonia engine 1. A pure hydrogen storage chamber and a hydrogen supply system for the fuel cell 2 are provided on the second hydrogen transmission pipeline. A hydrogen reflux system is provided between the fuel cell 2 and the pure hydrogen storage chamber to recover the unreacted hydrogen in the fuel cell 2.

[0034] Among them, the pure hydrogen storage chamber is made of composite materials or high-strength metal materials and can withstand high pressure and store a large amount of hydrogen; the hydrogen supply system for the fuel cell 2 includes transmission, regulation, and supply components. There are usually components such as a hydrogen flow regulating device, pipelines, and valves inside the system. Hydrogen is connected to the hydrogen flow regulating device through a transmission pipeline. The regulating device may include a hydrogen flow valve, a pressure sensor, etc., to precisely control the flow and pressure of hydrogen and ensure a stable hydrogen supply for the fuel cell 2 during operation. The hydrogen flow regulating device is connected to the anode system of the fuel cell 2 through a pipeline to ensure that hydrogen is accurately introduced into the fuel cell 2 for reaction; the hydrogen reflux system includes pipelines and a reflux device, which is compact in shape, and recovers and transports the unused hydrogen back to the pure hydrogen storage chamber through a reflux valve and a pipeline.

[0035] It can be understood that in the embodiment of the present application, a second hydrogen transmission pipeline is added between the ammonia catalytic reforming device 13 and the ammonia engine 1. A pure hydrogen storage chamber and a hydrogen supply system for the fuel cell 2 are configured on this pipeline. The pure hydrogen storage chamber is made of composite materials or high-strength metal materials and has the ability to withstand high pressure and store a large amount of hydrogen. The hydrogen supply system for the fuel cell 2 integrates transmission, regulation, and supply components, and is equipped with a hydrogen flow regulating device, pipelines, valves, etc. inside to ensure that the flow rate and pressure of hydrogen can be accurately controlled, and the pipeline connecting to the anode system of the fuel cell 2 stably supplies hydrogen to the fuel cell 2. A hydrogen reflux system is also provided between the fuel cell 2 and the pure hydrogen storage chamber, which consists of a reflux pipeline and devices. It is compactly designed, and the unreacted hydrogen in the fuel cell 2 is recovered and re-transported to the pure hydrogen storage chamber by using a reflux valve and a pipeline, realizing the effective recycling of hydrogen. Through precise design and coordinated work among components, the safe and efficient transmission and use of the hydrogen generated by the ammonia catalytic reforming device 13 in each stage are ensured.

[0036] In the embodiment of the present application, the exhaust system of the ammonia engine 1 is connected to the ammonia catalytic reforming device 13, and the exhaust gas of the exhaust system enters the ammonia catalytic reforming device 13 for heat exchange, as well as the recovery and reuse of unburned ammonia and hydrogen in the exhaust gas.

[0037] It can be understood that the exhaust system of the ammonia engine 1 in the embodiment of the present application is connected to the ammonia catalytic reforming device 13. Through this connection, the exhaust gas discharged from the ammonia engine 1 can directly enter the ammonia catalytic reforming device 13 for heat exchange. During this process, not only the recovery and utilization of waste heat are realized, but also the unburned ammonia and hydrogen in the exhaust gas are effectively recovered and reused. Thus, not only the energy utilization rate is improved, the emission pollution is reduced, but also the recycling of unburned fuel is ensured, enhancing the economy and environmental protection performance of the system.

[0038] In the embodiment of the present application, the electric heating system of the ammonia catalytic reforming device 13 is used to heat the ammonia catalytic reforming device 13.

[0039] Among them, the electric heating system consists of electric heating elements, a temperature control device, and a housing. The housing usually adopts high-temperature resistant materials, and the electric heating elements are embedded inside pipelines or equipment according to needs.

[0040] It can be understood that in the embodiment of the present application, the ammonia catalytic reforming device 13 is heated by the electric heating system to ensure the catalytic temperature of the ammonia catalytic reforming device 13, so that the chemical reactions therein can proceed normally and efficiently.

[0041] In the embodiment of the present application, the hybrid power system further includes: a generator, a drive motor, a power transmission component, a current converter, and a power battery; the ammonia engine 1 is respectively connected to the generator and the power transmission component; the current converter is respectively connected to the generator, the fuel cell 2, the power battery, and the drive motor, and the drive motor is connected to the power transmission component; wherein, the mechanical energy generated by the ammonia engine 1 drives the vehicle and / or drives the generator through the power transmission component, and the electric energy generated by the generator charges the power battery and / or drives the drive motor through the current converter, and the electric energy generated by the fuel cell 2 charges the power battery and / or drives the drive motor.

[0042] Among them, the generator includes a stator, a rotor, an electromagnetic coil, an electric control system, etc. The outer shell is made of a strong metal material, and there are rotating components, a cooling system, etc. inside, which can convert kinetic energy into electric energy; the drive motor includes a stator, a rotor, bearings, magnets, an electric control system, etc.; the power transmission component includes a clutch, a gearbox, a torque coupler, and a main reducer, which can ensure that power can be efficiently and smoothly transmitted from the power source to the drive device, and at the same time can adjust the torque and speed as needed to ensure the safety, stability, and efficiency of the vehicle; the current converter includes multiple power switching elements, components such as inductors, capacitors, and circuit boards, and uses an aluminum alloy or plastic outer shell for heat dissipation and electromagnetic shielding; the power battery is composed of multiple battery units connected in series or in parallel, has a metal outer shell to ensure safety, and different types of battery cores are used inside, such as ternary lithium-ion batteries, lithium iron phosphate batteries, etc.

[0043] It can be understood that the ammonia engine 1 in the embodiment of the present application is respectively connected to the generator and the power transmission component, not only provides power to the generator to generate electric energy, but also directly outputs mechanical energy to drive the vehicle through the power transmission component. The generated electric energy can not only charge the power battery through the current converter, but also directly drive the drive motor to operate. At the same time, the fuel cell 2 also charges the power battery or directly drives the drive motor through the current converter, thus realizing the efficient conversion and utilization of various energy forms, supporting the power demand of the vehicle, making full use of the advantages of the ammonia engine 1 and the fuel cell 2, and improving the overall efficiency and flexibility of the system.

[0044] In the embodiment of the present application, the hybrid power system further includes: a thermal management system for managing the waste heat of at least one of the ammonia engine 1, the fuel cell 2, and the power battery, and using the waste heat of at least one of the ammonia engine 1, the fuel cell 2, and the power battery to heat the ammonia catalytic reforming device 13.

[0045] Among them, the thermal management system consists of multiple heat exchangers and radiators, and the whole is composed of pipelines, fans, heat exchange plates, etc. It uses liquid cooling or air cooling methods to ensure the temperature control of the engine, fuel cell 2, generator, drive motor, power battery, etc. At the same time, it includes the functions of recovering and utilizing the waste heat of the engine, the reaction heat of fuel cell 2 and power battery.

[0046] It can be understood that the embodiment of the present application also includes a thermal management system. Through the thermal management system, the waste heat generated by the ammonia engine 1, fuel cell 2 and power battery can be effectively managed, and this waste heat is used to heat the ammonia catalytic reforming device 13 to improve the overall energy efficiency of the system. It not only ensures that key components such as the engine, fuel cell 2, generator, drive motor and power battery are at appropriate operating temperatures, but also has the functions of recovering and utilizing the waste heat of the engine, the reaction heat of fuel cell 2 and the reaction heat of power battery, enabling the entire system to more efficiently utilize energy during operation, while reducing heat waste and environmental impact.

[0047] According to the hybrid power system proposed by the embodiment of the present application, through the synergistic effect of the ammonia engine, fuel cell, storage and conversion component, ammonia catalytic reforming device and hydrogen purification device, the stored liquid ammonia is gasified into the first gaseous ammonia and the second gaseous ammonia by the storage and conversion component, and then the second gaseous ammonia is catalytically reformed into the first hydrogen and the second hydrogen by the ammonia catalytic reforming device. The first gaseous ammonia and the first hydrogen are sent into the ammonia engine, and the ammonia engine uses the mixture of the first gaseous ammonia and the first hydrogen for combustion. The hydrogen purification device is used to purify the second hydrogen to obtain the third hydrogen, and the third hydrogen is sent into the fuel cell. The fuel cell uses the third hydrogen for combustion, realizing the reasonable integration of the ammonia engine and the hydrogen-oxygen fuel cell for application in the hybrid power system, which can effectively control the engine operating point, and there are multiple waste heat and reaction heat recovery and utilization systems, ensuring the improvement of the overall energy efficiency of the system.

[0048] The hybrid power system will be further described below through a specific embodiment.

[0049] Such as Figure 2As shown in the figure, the technical solution of this embodiment specifically includes the following main components: 1 - ammonia engine (including main combustion chamber - pre - combustion chamber - spark plug - intake - exhaust system, etc.); 2 - hydrogen - oxygen fuel cell; 3 - power battery; 4 - generator; 5 - drive motor; 6 - current converter (including DC / DC, DC / AC, AC / DC, that is, integrating the functions of DC - to - AC, AC - to - DC, DC - to - DC, and voltage change); 7 - clutch; 8 - fuel tank; 9 - evaporation chamber; 10 - ammonia pump; 11 - ammonia pressure - stabilizing chamber; 12 - ammonia injector; 13 - ammonia catalytic reforming device; 14 - hydrogen pressure - stabilizing chamber; 15 - hydrogen flow valve; 16 - hydrogen injector; 17 - hydrogen purification device; 18 - hydrogen reflux system; 19 - pure hydrogen storage chamber; 20 - fuel cell hydrogen supply system; 21 - air supply system; 22 - electric heating system; 23 - thermal management system (including the functions of recovering and utilizing the waste heat of the engine, the reaction heat of the fuel cell and the power battery); 24 - control system.

[0050] The fuel tank stores liquid ammonia. The outlet of the fuel tank is connected to the inlet of the evaporation chamber through a transmission pipeline. The liquid ammonia is converted into gaseous ammonia (ammonia gas) in the evaporation chamber. There are two outlets of the evaporation chamber, namely outlet 1 and outlet 2, which are connected to various components through two ammonia transmission pipelines. Outlet 1 is connected to the inlet of the ammonia pump, the pressure - stabilizing chamber, and the ammonia injector of the ammonia engine. The outlet of the ammonia injector is located inside the intake duct or the main combustion chamber of the ammonia engine; Outlet 2 of the evaporation chamber is connected to inlet 1 of the ammonia catalytic reforming device.

[0051] The ammonia catalytic reforming device has two inlets, namely inlet 1 and inlet 2. Inlet 1 is connected to outlet 2 of the evaporation chamber. The ammonia catalytic reforming device converts ammonia into hydrogen, and the converted hydrogen is output through the outlet of the ammonia catalytic reforming device. There are two outlets of the ammonia catalytic reforming device, namely outlet 1 of the ammonia catalytic reforming device and outlet 2 of the ammonia catalytic reforming device. Outlet 1 of the ammonia catalytic reforming device is connected to the inlets of the hydrogen pressure - stabilizing chamber, the hydrogen flow valve, and the hydrogen injector through a hydrogen transmission pipeline. The outlet of the hydrogen injector is located inside the pre - combustion chamber of the ammonia engine; Outlet 2 of the ammonia catalytic reforming device is connected to the inlet of the hydrogen purification device through a hydrogen transmission pipeline. The gas after ammonia catalytic reforming is purified in the hydrogen purification device to remove impurities and obtain high - purity hydrogen. The outlet of the hydrogen purification device is connected to the inlet of the pure hydrogen storage chamber. The pure hydrogen storage chamber has two inlets, namely inlet 1 of the pure hydrogen storage chamber and inlet 2 of the pure hydrogen storage chamber. Among them, the outlet of the hydrogen purification device is connected to inlet 1 of the pure hydrogen storage chamber.

[0052] The outlet of the pure hydrogen storage chamber is connected to the inlet of the fuel cell hydrogen supply system. The outlet of the fuel cell hydrogen supply system is connected to the anode inlet of the hydrogen-oxygen fuel cell. Among them, the cathode inlet of the hydrogen-oxygen fuel cell is connected to the air supply system to ensure the efficient operation of the fuel cell. The anode outlet of the hydrogen-oxygen fuel cell is connected to the inlet of the hydrogen recirculation system, and the outlet of the hydrogen recirculation system is connected to the inlet 2 of the pure hydrogen storage chamber, enabling the recovery and reuse of unreacted hydrogen.

[0053] The combustion process of the ammonia engine is excited by the hydrogen flame jet in the jet ignition chamber to burn ammonia. The hydrogen flame jet has multiple ignition sites and can generate high-concentration free radicals such as OH in the main combustion chamber, thereby accelerating the combustion of the ammonia mixture and ensuring the stable ignition and rapid combustion of ammonia. The outlet of the exhaust system of the ammonia engine is connected to the inlet of the engine after-treatment system (such as SCR, etc.). The outlet of the ammonia engine after-treatment system is connected to the inlet 2 of the ammonia catalytic reforming device to achieve the recovery and reuse of unburned ammonia and hydrogen, optimize energy use. At the same time, the engine exhaust gas exchanges heat in the ammonia catalytic reforming device to realize the recovery and utilization of the engine waste heat in the ammonia catalytic reforming device.

[0054] The engine output shaft is mechanically connected to the shaft of the generator through a gear (with a speed ratio) or directly (without a speed ratio). The generator outputs electrical energy, and the electrical energy is connected to the current converter through a circuit. The current converter is also connected to components that require or supply electricity, such as the power battery, fuel cell, drive motor, vehicle accessories, low-voltage battery, and electric heating system, through circuits. One end of the engine output shaft is connected to one end of the clutch, and the other end of the clutch is connected to the transmission. The transmission is mechanically connected to the vehicle power output shaft through a torque coupler, a main reducer, etc. The output shaft of the drive motor is mechanically connected to the vehicle power output shaft through a gear, a torque coupler, a main reducer, etc. When the clutch is in the closed state, the mechanical output of the engine is directly transmitted to the vehicle power output shaft through the transmission to output power externally. At this time, the speed ratio between the engine and the wheels is fixed, and the engine speed is completely determined by the vehicle speed. The drive motor supplements power or adjusts the torque of the engine, and the drive motor can convert the excess energy into electrical energy and store it in the power battery. When the clutch is in the open state, the mechanical output of the engine cannot be transmitted to the transmission and can only output electrical energy externally through the generator. At this time, the mechanical energy of the engine is converted into electrical energy by the generator, and the electrical energy is transmitted to the drive motor through the current converter to output power externally or store it in the power battery. The hydrogen-oxygen fuel cell outputs electrical energy, and the electrical energy is transmitted to the drive motor through the current converter to output power externally or store it in the power battery. The power battery cannot discharge externally while recovering electrical energy (charging), or cannot recover electrical energy while discharging externally. The electrical energy of the power battery is output externally through the current converter, and the recovered electrical energy also needs to be processed by the current converter before entering the power battery for recovery.

[0055] The electric heating system is connected to the ammonia catalytic reforming device to perform necessary electric heating on the ammonia catalytic reforming device, thereby improving the efficiency of ammonia catalytic reforming.

[0056] The thermal management system is connected to components such as the ammonia engine, fuel cell, and power battery, and is mainly connected to each heat source through heat dissipation pipes, radiators, coolant, etc. The waste heat of the ammonia engine, the reaction heat of the hydrogen-oxygen fuel cell and the power battery are recovered and utilized through the thermal management system. At the same time, the thermal management system controls the coolant flow through the control system and pipelines, and controls the cooling and heat dissipation of all cooling equipment such as the ammonia engine, hydrogen-oxygen fuel cell, power battery, and ammonia catalytic reforming device.

[0057] The control system controls the working modes of the vehicle energy management strategy, ammonia engine, generator, hydrogen-oxygen fuel cell, power battery, drive motor, etc.

[0058] Specifically, a hybrid power system and control of an ammonia engine and a hydrogen-oxygen fuel cell provided in this embodiment stores liquid ammonia in a fuel tank, and the liquid ammonia is sent into an evaporation chamber through a transmission pipeline. In the evaporation chamber, the liquid ammonia is converted into gaseous ammonia and is supplied to subsequent devices through two outlets respectively. Outlet 1 is connected to an ammonia gas pump, an ammonia pressure stabilizing chamber, and an ammonia gas injector of the ammonia engine to ensure the precise delivery and control of ammonia gas pressure and flow rate. Outlet 2 transports ammonia gas to the ammonia catalytic reforming device for conversion into hydrogen.

[0059] The ammonia catalytic reforming device includes two inlets. Inlet 1 is connected to Outlet 2 of the evaporation chamber, and Inlet 2 is used to receive ammonia gas from the outlet of the ammonia engine post-treatment system. The catalytic reforming device converts ammonia gas into hydrogen through a catalytic reaction. The converted hydrogen flows into the hydrogen pressure stabilizing chamber through its Outlet 1, and then the flow rate is adjusted through a hydrogen gas flow regulating valve and finally enters the pre-combustion chamber of the ammonia engine for combustion. In the pre-combustion chamber of the ammonia engine, the hydrogen gas accelerates the combustion of ammonia gas through a hydrogen gas flame jet. The hydrogen gas flame jet accelerates the combustion of ammonia gas through multiple ignition effects and highly reactive free radicals such as OH generated, ensuring stable ignition and rapid combustion. The exhaust gas generated by combustion is discharged through the exhaust system of the ammonia engine. The unburned ammonia gas and hydrogen gas remaining after entering the engine post-treatment system enter the ammonia catalytic reforming device for recovery and utilization, and the waste heat is sent to the ammonia catalytic reforming device through a heat exchange device to realize the recovery and utilization of waste heat. Outlet 2 of the ammonia catalytic reforming device is connected to a hydrogen gas purification device through a hydrogen gas pipeline to further remove impurities in the hydrogen gas and ensure purity.

[0060] After being processed by the hydrogen gas purification device, the hydrogen gas enters the pure hydrogen storage chamber for storage. The pure hydrogen is supplied to the anode of the hydrogen-oxygen fuel cell through a fuel cell hydrogen supply system and reacts with oxygen to generate electric energy. The cathode of the hydrogen-oxygen fuel cell is connected to an air supply system to ensure oxygen supply.

[0061] The hydrogen fuel cell uses a low-temperature proton exchange membrane fuel cell. Hydrogen enters the anode and air enters the cathode. After hydrogen comes into contact with the proton exchange membrane, protons in the hydrogen move through the proton exchange membrane to the cathode and react with the oxygen entering the cathode to form water. At the same time, the electrons lost by hydrogen at the anode flow along the external circuit to the cathode, and this process generates an electric current. The electric current passes through a current converter, and the hydrogen fuel cell can convert electrical energy into the electrical energy required to drive the motor or the electrical energy required to charge the power battery and control the output of the electrical energy. After receiving the electrical energy, the drive motor converts it into mechanical energy and transmits the power to the wheels through components such as the main reducer to drive the vehicle to move. The excess electrical energy is stored in the power battery or output to vehicle electrical accessories (such as air conditioning compressors, in-vehicle electronic devices, etc.) after being converted by the current converter as needed.

[0062] The anode outlet of the hydrogen-oxygen fuel cell is connected to the hydrogen reflux system, and the unreacted hydrogen is re-transported back to the pure hydrogen storage chamber through the reflux system to achieve the recovery of hydrogen.

[0063] The current converter can achieve functions such as direct current to alternating current, direct current to direct current, alternating current to direct current, and voltage change. The system converts the electrical energy output by each component into a suitable type of electrical energy through the current converter and transmits the electrical energy to power components such as the drive motor, power battery, and vehicle accessories according to requirements.

[0064] The control system integrates and intelligently adjusts the working modes of components such as ammonia engines, hydrogen-oxygen fuel cells, drive motors, and generators, and optimizes the energy management strategy in real time. The control system ensures the efficient distribution of the energy flow and the coordinated operation of the power system, thereby improving the operating efficiency of the entire vehicle.

[0065] For example, the hydrogen-oxygen fuel cell has high energy efficiency and operates silently. When the vehicle is running at a conventional speed and at medium and low speeds during normal operation of the whole vehicle, the hydrogen-oxygen fuel cell is used to drive the whole vehicle. However, the dynamic response process of the hydrogen fuel cell is slightly slower, making it difficult to meet the power requirements in extreme situations such as frequent start-stop, rapid acceleration and deceleration, and climbing. The ammonia engine and the power battery can quickly meet the power requirements in situations such as frequent start-stop, rapid acceleration and deceleration, and climbing, which can improve the power performance of the whole vehicle.

[0066] The hybrid power system is equipped with three power sources: an ammonia engine, a hydrogen-oxygen fuel cell, and a power battery. The ammonia engine is in a series / parallel combined hybrid configuration, and the hydrogen-oxygen fuel cell is in a pure series hybrid configuration. Through optimized control by the control system, the advantages of the three power sources can be complementary, and the power performance and economy of the whole vehicle can be fully improved.

[0067] For example, when the SOC (State of Charge, battery capacity of the power battery) is high, the vehicle runs in pure electric mode. The electric energy output by the power battery is converted by the current converter and then output to the drive motor. After receiving the electric energy, the drive motor converts it into mechanical energy, and transmits the power to the wheels through components such as the main reducer to drive the vehicle.

[0068] When running in pure electric mode, the vehicle is basically in a silent working state with good NVH (Noise, Vibration, and Harshness) effect. At the same time, the low-speed response and power performance of the vehicle can meet the requirements. When the power demand of the vehicle is greater than the maximum discharge power of the power battery, the ammonia engine or hydrogen-oxygen fuel cell starts to supplement the additional power demand of the vehicle. Based on the power demand gap, the controller system will judge the efficiency of the ammonia engine and the hydrogen-oxygen fuel cell, and select the power source between the ammonia engine and the hydrogen-oxygen fuel cell to output power to supplement the power demand gap of the vehicle in combination with the target setting of the vehicle's NVH. It should be noted that when the power demand of the vehicle is greater than the maximum output power of the drive motor, the controller system controls the clutch to close, and the ammonia engine enters the parallel hybrid mode. The parallel hybrid mode of the ammonia engine means that the mechanical energy of the ammonia engine directly provides power for the vehicle without being converted into electric energy through a generator. The parallel hybrid mode can also be named the direct drive mode of the ammonia engine. At this time, the mechanical work output by the ammonia engine is transmitted to the wheels through the transmission, torque coupler, main reducer, etc. to realize the drive of the vehicle.

[0069] For example, when the SOC of the power battery is low, the vehicle mainly runs in the series hybrid mode. The series hybrid mode means that the ammonia engine or the hydrogen-oxygen fuel cell or both are combined as the power source of the vehicle.

[0070] The series hybrid mode of the hydrogen-oxygen fuel cell means that the electric energy output by the hydrogen-oxygen fuel cell is supplied to the drive motor through the current converter to be converted into mechanical energy, and the mechanical energy is transmitted to the wheels through components such as the main reducer to drive the vehicle. At this time, the excess energy output by the hydrogen-oxygen fuel cell is used to charge the power battery. If the energy output by the hydrogen-oxygen fuel cell cannot meet the power demand of the vehicle, the power battery needs to output additional electric energy through the current converter and then transmit it to the drive motor.

[0071] The series hybrid mode of the ammonia engine means that the mechanical energy generated by the combustion of the ammonia engine through the output shaft is transmitted to the generator. The generator converts the mechanical energy into electrical energy. This part of the electrical energy is supplied to the drive motor through the current converter to be converted into mechanical energy. The mechanical energy is transmitted to the wheels through components such as the main reducer to drive the vehicle. At this time, the excess energy output by the ammonia engine is used to charge the power battery. If the energy of the ammonia engine cannot meet the power demand of the whole vehicle, the power battery needs to output additional electrical energy, which is converted by the current converter and then transmitted to the drive motor.

[0072] The series mode combining the ammonia engine and the hydrogen-oxygen fuel cell refers to the power charging mode. In the power charging mode, both the ammonia engine and the hydrogen-oxygen fuel cell need to work. The power charging mode has two working states: which can be named the engine charging mode and the hydrogen-oxygen fuel cell charging mode respectively.

[0073] In the engine charging mode, the mechanical energy generated by the combustion of the ammonia engine through the output shaft is transmitted to the generator. The generator converts the mechanical energy into electrical energy. This part of the electrical energy is supplied to the power battery through the current converter. The electrical energy output by the hydrogen-oxygen fuel cell is supplied to the drive motor through the current converter to be converted into mechanical energy. The mechanical energy is transmitted to the wheels through components such as the main reducer to drive the vehicle. At this time, the excess energy output by the hydrogen-oxygen fuel cell is used to charge the power battery. If the energy output by the hydrogen-oxygen fuel cell cannot meet the power demand of the whole vehicle, the ammonia engine needs to output additional mechanical energy, which is converted into electrical energy by the generator and then transmitted to the drive motor through the current converter.

[0074] In the hydrogen-oxygen fuel cell charging mode, the electrical energy output by the hydrogen-oxygen fuel cell is supplied to the power battery through the current converter. The mechanical energy generated by the combustion of the ammonia engine through the output shaft is transmitted to the generator. The generator converts the mechanical energy into electrical energy. This part of the electrical energy is supplied to the drive motor through the current converter to be converted into mechanical energy. The mechanical energy is transmitted to the wheels through components such as the main reducer to drive the vehicle. At this time, the excess energy output by the ammonia engine is used to charge the power battery. If the energy of the ammonia engine cannot meet the power demand of the whole vehicle, the hydrogen-oxygen fuel cell needs to output additional electrical energy, which is converted by the current converter and then transmitted to the drive motor.

[0075] The control system integrates multiple sets of correction coefficients and power demand target corrections to correct the power output (operating point) of the ammonia engine and the hydrogen-oxygen fuel cell. In other words, it corrects the rotational speed and torque output by the ammonia engine and corrects the current and voltage output by the hydrogen-oxygen fuel cell.

[0076] For example, as the SOC decreases, the power output of ammonia engines and hydrogen-oxygen fuel cells will increase, and the output power will not fully follow the power demand of the entire vehicle; as the SOC decreases, the correction of the power output of ammonia engines and hydrogen-oxygen fuel cells may not be completely linear, and can also be in a stepped or other form.

[0077] For example, as the power demand of the entire vehicle increases, considering the limitations of NVH, the maximum output power of ammonia engines will be restricted to a certain extent at different vehicle speeds. At this time, the hydrogen-oxygen fuel cell or power battery will supplement the power output gap of the entire vehicle.

[0078] For example, when the power demand of the entire vehicle decreases, considering the demand for charging, the minimum output power of ammonia engines will be restricted to a certain extent at different vehicle speeds.

[0079] For example, diverse factors such as environmental temperature, pressure, and humidity will also be monitored to comprehensively control and adjust the hybrid operation mode and the power output target limits of ammonia engines and hydrogen-oxygen fuel cells.

[0080] The controller system integrates multiple sets of correction factors and strategies for correcting the start and stop of ammonia engines and hydrogen-oxygen fuel cells.

[0081] For example, when the SOC is lower than a certain threshold (such as SOC ≤ 20%), one of the power sources of the ammonia engine or hydrogen-oxygen fuel cell must be started; when the SOC is lower than a lower threshold (such as SOC ≤ 5%), both power sources of the ammonia engine and hydrogen-oxygen fuel cell must be started simultaneously. The SOC threshold at which the ammonia engine or hydrogen-oxygen fuel cell must be started will also be corrected or not corrected according to the vehicle speed and the power demand of the entire vehicle. For example, when the power demand of the entire vehicle is large, the SOC threshold increases; when the vehicle speed is high, the SOC threshold increases. When no correction is required, such as the driving needs of users, physical buttons, touch screen buttons, or voice control can be set. When a certain SOC threshold is reached, the working mode of the ammonia engine or hydrogen-oxygen fuel cell is forcibly entered and the threshold will not change.

[0082] For example, when the SOC is higher than a certain threshold (such as SOC > 30%), the entire vehicle is forcibly switched to the pure electric mode, and both the ammonia engine and hydrogen-oxygen fuel cell do not work. The SOC threshold at which the ammonia engine or hydrogen-oxygen fuel cell must stop working will also be corrected or not corrected according to the vehicle speed and the power demand of the entire vehicle. For example, if correction is required, when the power demand of the entire vehicle is large, the SOC threshold increases; when the vehicle speed is high, the SOC threshold increases. When no correction is required, such as the driving needs of users, physical buttons, touch screen buttons, or voice control can be set. When a certain SOC threshold is reached, the pure electric mode is forcibly entered and the threshold will not change.

[0083] The control system integrates multiple sets of correction factors and strategies for correcting the switching between the series / parallel hybrid modes of ammonia engines.

[0084] For example, when the vehicle speed is greater than a certain threshold (e.g., vehicle speed ≥ 60 km / h), the ammonia engine enters the parallel hybrid mode, and at this time the clutch is closed; when the SOC is lower than a certain threshold (e.g., SOC ≤ 10%), the ammonia engine is forced to enter the series mode without correcting the vehicle speed, that is, when SOC ≤ 10% and vehicle speed ≥ 60 km / h, the ammonia engine will not enter the parallel hybrid mode.

[0085] The control system controls the working modes of the vehicle's overall energy management strategy, ammonia engine, generator, hydrogen-oxygen fuel cell, power battery, drive motor, etc., so that the vehicle can switch among multiple power modes such as the ammonia engine series hybrid mode, hydrogen-oxygen fuel cell series hybrid mode, engine charging mode, hydrogen-oxygen fuel cell charging mode, ammonia engine parallel hybrid mode, and pure electric mode according to the actual situation. The ammonia engine, hydrogen-oxygen fuel cell, and power battery complement each other's advantages, which can fully improve the power performance and economy of the whole vehicle.

[0086] This embodiment also proposes that the electric heating system is connected to the ammonia catalytic reforming device, which can perform necessary electric heating on the ammonia catalytic reforming device to improve the efficiency of ammonia catalytic reforming. Especially in a relatively cold environment, in addition to improving the efficiency of ammonia catalytic reforming, the electric heating can also perform appropriate pre-combustion treatment on the hydrogen generated by ammonia catalytic reforming, improving the cold start performance and efficiency of the hydrogen-oxygen fuel cell in a low-temperature environment.

[0087] This embodiment also includes a thermal management system, which is connected to components such as the ammonia engine, fuel cell, and power battery, and is mainly connected to each heat source through heat dissipation pipes, radiators, coolant, etc. The waste heat of the ammonia engine, the reaction heat of the hydrogen-oxygen fuel cell and the power battery are recycled through the thermal management system. At the same time, the thermal management system controls the coolant flow through the control system and pipelines, controlling the cooling and heat dissipation of all cooling equipment required by the ammonia engine, hydrogen-oxygen fuel cell, power battery, ammonia catalytic reforming device, etc.

[0088] This application embodiment also provides a vehicle, including the above-mentioned hybrid power system.

[0089] This application embodiment also provides a control method for a hybrid power system, which is used to control the above-mentioned hybrid power system. Among them, the method includes the following steps:

[0090] In step S101, obtain the current state of charge of the power battery.

[0091] Among them, the current state of charge of the power battery refers to the ratio of the remaining power of the power battery at that moment to the rated capacity, usually expressed in percentage. For example, if the SOC of the power battery of an electric vehicle is 50%, it means that the power battery still has half of its power left. Generally, real-time data is obtained through the vehicle's BMS (Battery Management System).

[0092] In step S102, according to the current state of charge, multiple mode switching thresholds, and mode switching requirements, the target power mode of the vehicle is determined. Among them, the target power mode is one of the multiple power modes of the vehicle, and the multiple power modes include the working modes of one or more combinations of the power battery, ammonia engine, and fuel cell.

[0093] Among them, the mode switching threshold is a preset SOC value. When these thresholds are reached, an automatic switch from one power mode to the target power mode will be triggered. The mode switching threshold is specifically set according to the actual situation and will not be specifically limited here; the mode switching requirement is a switching instruction issued by the user, which can control the power mode of the vehicle.

[0094] It can be understood that the embodiments of the present application can automatically determine the target power mode of the vehicle according to the current state of charge, the preset mode switching threshold, and the user's mode switching requirement. Among them, the target power mode can be the working mode of one or more combinations of the power battery, ammonia engine, and fuel cell. The mode switching threshold is set according to the actual operating conditions to ensure the best performance and efficiency in different situations. The user can manually control the power mode of the vehicle by issuing a mode switching instruction to adjust the vehicle operating state according to personal preferences or specific requirements. Thus, the system can flexibly respond to various driving scenarios while taking into account energy utilization efficiency and driving experience.

[0095] In the embodiments of the present application, determining the target power mode of the vehicle according to the current state of charge, multiple mode switching thresholds, and mode switching requirements includes: if the current state of charge is less than the charging threshold among the mode switching thresholds, determining the target power mode of the vehicle as: a first device charges the power battery, and a second device provides driving energy for the vehicle, with either the ammonia engine or the fuel cell as the first device and the other as the second device; controlling the vehicle to enter the target power mode includes: in the target working state, using the excess energy of the driving energy to charge the power battery, and when the driving energy is less than the required energy of the vehicle, controlling the first device to provide the remaining required energy.

[0096] It can be understood that when the current state of charge of the power battery of the vehicle in the embodiment of the present application is lower than the preset charge replenishment threshold, the target power mode will be determined according to this condition. In this mode, one of the ammonia engine and the fuel cell will serve as the first device to charge the power battery, while the other will serve as the second device to provide driving energy for the vehicle. Once entering this target operating state, if the driving energy generated by the second device exceeds the immediate demand of the vehicle, the excess energy will be used to charge the power battery; on the contrary, if the driving energy provided by the second device is insufficient to meet the demand of the vehicle, the first device will supplement the remaining required energy to ensure the continuity and stability of the vehicle operation, realizing flexible adjustment of the power source according to the actual state of charge of the power battery, optimizing the energy usage efficiency and ensuring the driving experience.

[0097] In step S103, control the vehicle to enter the target power mode.

[0098] It can be understood that in the embodiment of the present application, after comparing the current state of charge of the power battery of the vehicle and the mode switching threshold, the target power mode of the vehicle can be determined, and the vehicle is controlled to enter the target power mode through the control system, realizing flexible adjustment of the power source according to the actual state of charge of the power battery and ensuring the overall energy efficiency improvement of the system.

[0099] It should be noted that the foregoing explanation of the embodiment of the hybrid power system also applies to the control method of the hybrid power system of this embodiment, and will not be elaborated here.

[0100] According to the control method of the hybrid power system proposed in the embodiment of the present application, for the control method of the hybrid power system, through the coordinated action of the ammonia engine, the fuel cell, the storage and conversion component, the ammonia catalytic reforming device and the hydrogen purification device, the stored liquid ammonia is gasified into the first gaseous ammonia and the second gaseous ammonia by the storage and conversion component, and then the second gaseous ammonia is catalytically reformed into the first hydrogen and the second hydrogen by the ammonia catalytic reforming device. The first gaseous ammonia and the first hydrogen are sent into the ammonia engine, and the ammonia engine burns using the mixture of the first gaseous ammonia and the first hydrogen. The hydrogen purification device is used to purify the second hydrogen to obtain the third hydrogen, and the third hydrogen is sent into the fuel cell, and the fuel cell burns using the third hydrogen, realizing the reasonable integration of the ammonia engine and the hydrogen-oxygen fuel cell and their application in the hybrid power system, which can effectively control the engine operating point, and there are multiple waste heat and reaction heat recovery and utilization systems, ensuring the overall energy efficiency improvement of the system.

[0101] In the description of this specification, the descriptions referring to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of this application. In this specification, the schematic expressions of the above terms are not necessarily directed to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or N embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0102] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of these features. In the description of this application, the meaning of "N" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0103] Any process or method description shown in a flowchart or described in other ways herein can be understood as representing a module, segment, or part of code including one or N executable instructions for implementing a customized logic function or process, and the scope of the preferred embodiments of this application includes additional implementations, where the functions can be executed in a manner that is not in the order shown or discussed, including in a substantially simultaneous manner according to the functions involved or in the reverse order, which should be understood by those skilled in the art to which the embodiments of this application belong.

[0104] It should be understood that each part of this application can be implemented by hardware, software, firmware, or a combination thereof. In the above embodiments, the steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware as in another embodiment, any one or a combination of the following well-known technologies in the art can be used: discrete logic circuits having logic gate circuits for implementing logic functions on data signals, application-specific integrated circuits having appropriate combinational logic gate circuits, programmable gate arrays, field-programmable gate arrays, etc.

[0105] Those of ordinary skill in the art of this technology can understand that all or part of the steps carried by the method for implementing the above embodiments can be completed by instructing relevant hardware through a program, and the above program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

[0106] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present application. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present application.

Claims

1. A hybrid power system, characterized in that: include: ammonia engines and fuel cells; A storage conversion component is used to gasify the stored liquid ammonia into a first gaseous ammonia and a second gaseous ammonia; an ammonia catalytic reforming device, catalytically reforming the second gaseous ammonia into a first path of hydrogen and a second path of hydrogen, wherein the first path of gaseous ammonia and the first path of hydrogen are fed into the ammonia engine, and the ammonia engine uses a mixture of the first path of gaseous ammonia and the first path of hydrogen for combustion; A hydrogen purification device purifies the second hydrogen to obtain a third hydrogen, wherein the third hydrogen is fed into the fuel cell, and the fuel cell uses the third hydrogen for combustion.

2. The hybrid power system according to claim 1, characterized in that: An ammonia transmission pipeline is provided between the storage and conversion component and the ammonia engine, and an ammonia pump, an ammonia pressure stabilizing chamber and an ammonia injector are provided on the ammonia transmission pipeline, wherein the ammonia injector is provided in the intake passage or the main combustion chamber of the ammonia engine, and the main combustion chamber is connected to the outlet of the intake passage; A first hydrogen transmission pipeline is arranged between the ammonia catalytic reforming device and the ammonia engine, and a hydrogen pressure stabilizing chamber, a hydrogen flow valve and a hydrogen injector are arranged on the first hydrogen transmission pipeline, wherein the outlet of the hydrogen injector is connected to the pre-combustion chamber of the ammonia engine, the spark plug of the ammonia engine is arranged in the pre-combustion chamber cavity, and the pre-combustion chamber cavity is connected to the main combustion chamber.

3. The hybrid power system according to claim 1, characterized in that: A second hydrogen transmission pipeline is provided between the ammonia catalytic reforming device and the ammonia engine, a pure hydrogen storage chamber and a fuel cell hydrogen supply system are provided on the second hydrogen transmission pipeline, and a hydrogen reflux system is provided between the fuel cell and the pure hydrogen storage chamber to recover unreacted hydrogen in the fuel cell.

4. The hybrid power system according to claim 1, characterized in that: The exhaust system of the ammonia engine is connected to the ammonia catalytic reforming device, and the exhaust gas of the exhaust system enters the ammonia catalytic reforming device for heat exchange, as well as recovery and reuse of unburned ammonia and hydrogen in the exhaust gas.

5. The hybrid power system according to claim 1, characterized in that: The electric heating system of the ammonia catalytic reforming device is used to heat the ammonia catalytic reforming device.

6. The hybrid power system according to claim 1, characterized in that: Also includes: Generators, drive motors, power transmission components, current converters and power batteries; The ammonia engine is connected to the generator and the power transmission assembly respectively; The current converter is connected to the generator, the fuel cell, the power battery and the drive motor respectively, and the drive motor is connected to the power transmission component; wherein, The mechanical energy generated by the ammonia engine drives the vehicle and / or drives the generator through the power transmission component, the electrical energy generated by the generator charges the power battery and / or drives the drive motor through the current converter, and the electrical energy generated by the fuel cell charges the power battery and / or drives the drive motor.

7. The hybrid power system according to claim 6, characterized in that: Also includes: A thermal management system is used to manage the waste heat of at least one of the ammonia engine, the fuel cell and the power battery, and to heat the ammonia catalytic reforming device using the waste heat of at least one of the ammonia engine, the fuel cell and the power battery.

8. A vehicle, characterized in that: A hybrid power system comprising any one of claims 1-7.

9. A control method for a hybrid power system, characterized in that: The method is used to control the hybrid power system according to any one of claims 1 to 7, wherein the method comprises the following steps: Get the current state of charge of the power battery; Determining a target power mode of the vehicle according to the current state of charge, the mode switching threshold and the mode switching requirement, wherein the target power mode is one of multiple power modes of the vehicle, and the multiple power modes include one or more combined working modes of a power battery, an ammonia engine and a fuel cell; The vehicle is controlled to enter the target power mode.

10. The control method of the hybrid power system according to claim 9, characterized in that: The determining the target power mode of the vehicle according to the current state of charge, the mode switching threshold and the mode switching requirement includes: If the current state of charge is less than the charging threshold in the mode switching threshold, determining the target power mode of the vehicle as follows: a first device charges the power battery, and a second device provides driving energy for the vehicle, and any one of the ammonia engine and the fuel cell serves as the first device, and the other serves as the second device; The controlling the vehicle to enter the target power mode includes: In the target working state, the excess energy of the driving energy is used to charge the power battery, and when the driving energy is less than the required energy of the vehicle, the first device is controlled to provide the remaining required energy.

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