Hybrid control system for a vehicle and hybrid control method

Abstract

The application provides a hybrid power control system and method for a vehicle, which can be applied to the technical field of vehicle control. The hybrid power control system for the vehicle comprises an engine, a motor, a diesel supply system, an ammonia supply device, an ammonia catalytic decomposition device, a fuel cell, a super capacitor and an energy management controller; the energy management controller is connected with the engine, the motor, the super capacitor and the fuel cell through signals, and is used for sending control instructions to the engine, the motor, the super capacitor and the fuel cell according to current demand power of the vehicle and current electric quantity of the super capacitor, so as to control energy distribution among the engine, the motor, the super capacitor and the fuel cell; the diesel supply system, the ammonia supply device, the ammonia catalytic decomposition device, the engine and the fuel cell are connected through pipelines; and the fuel cell, the super capacitor and the motor are connected through circuits.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and more specifically to a hybrid power control system and hybrid power control method for vehicles. Background Technology

[0002] Currently, hybrid power systems used in vehicles primarily rely on fossil fuels, leading to high energy consumption and carbon emissions, exacerbating the global energy crisis and pollution problems. Furthermore, the power density of fuel cells in current hybrid systems is limited, making it difficult to meet the demands of vehicles under instantaneous high-power conditions. Additionally, current hybrid systems lack coordinated control among multiple energy sources within the system, reducing energy efficiency. Summary of the Invention

[0003] In view of the above problems, the present invention provides a hybrid power control system and hybrid power control method for vehicles to solve the problems of high energy consumption, high emissions, insufficient instantaneous response and low energy utilization of current hybrid power control systems.

[0004] One aspect of the present invention provides a hybrid power control system for a vehicle, comprising: an engine, an electric motor, a diesel supply system, an ammonia supply device, an ammonia catalytic decomposition device, a fuel cell, a supercapacitor, and an energy management controller. The engine and the electric motor are mechanically connected. The energy management controller is signal-connected to the engine, the electric motor, the supercapacitor, and the fuel cell, and is used to send control commands to the engine, the electric motor, the supercapacitor, and the fuel cell based on the vehicle's current power demand and the current charge level of the supercapacitor, to control the energy distribution among the engine, the electric motor, the supercapacitor, and the fuel cell. The diesel supply system, the ammonia supply device, the ammonia catalytic decomposition device, the engine, and the fuel cell are connected via pipelines. The diesel supply system supplies diesel fuel to the engine, the ammonia supply device supplies ammonia to both the engine and the ammonia catalytic decomposition device, and the ammonia catalytic decomposition device decomposes ammonia into hydrogen and supplies hydrogen to the engine and the fuel cell. The fuel cell, the supercapacitor, and the electric motor are electrically connected. The fuel cell supplies electrical energy to the electric motor according to the control commands and charges the supercapacitor. The supercapacitor supplies power to the electric motor or stores electrical energy from the fuel cell and regenerated braking energy from the electric motor according to the control commands of the energy management controller.

[0005] According to an embodiment of the present invention, the energy management controller is further configured to: match the current power demand of the vehicle with a predetermined power threshold to obtain a power matching result; match the current charge of the supercapacitor with a predetermined charge threshold to obtain a charge matching result; and send control commands to the engine, motor, supercapacitor, and fuel cell based on the power matching result and the charge matching result.

[0006] According to an embodiment of the present invention, the predetermined power threshold includes a first power threshold; the predetermined energy threshold includes a first energy threshold; the energy management controller is further configured to: when the current power demand of the vehicle is lower than the first power threshold and the engine is in an off-state mode, power the motor with the fuel cell and the supercapacitor; when the supercapacitor's energy is higher than the first energy threshold, control the fuel cell to operate at a first predetermined power and control the supercapacitor to power the motor; when the supercapacitor's energy is lower than the first energy threshold, control the fuel cell to operate at a second predetermined power and control the supercapacitor to power the motor, wherein the second predetermined power is higher than the first predetermined power.

[0007] According to an embodiment of the present invention, the predetermined power threshold includes a second power threshold; the predetermined energy threshold includes a second energy threshold; the energy management controller is further configured to: when the current power demand of the vehicle is higher than a first power threshold and lower than a second power threshold: when the energy level of the supercapacitor is higher than the second energy threshold, control the engine to be in a non-operating mode, the fuel cell to operate at a first predetermined power, and the supercapacitor to supply power to the motor; when the energy level of the supercapacitor is higher than the first energy threshold and lower than the second energy threshold, control the engine to be in a non-operating mode, the fuel cell to operate at a second predetermined power, and the supercapacitor to supply power to the motor; when the energy level of the supercapacitor is lower than the first energy threshold, control the engine to be in an operating mode and drive the motor to charge the supercapacitor, and the fuel cell to operate at the first predetermined power.

[0008] According to an embodiment of the present invention, the energy management controller is further configured to: when the current power demand of the vehicle is higher than a second power threshold; when the charge of the supercapacitor is higher than a first charge threshold, control the engine to operate in a working mode, the fuel cell to operate at a first predetermined power, and the supercapacitor to supply power to the motor; when the charge of the supercapacitor is lower than the first charge threshold, control the engine to operate in a working mode, the fuel cell to operate at a second predetermined power, and control the engine and the fuel cell to charge the supercapacitor.

[0009] According to an embodiment of the present invention, the engine includes an exhaust port, and the fuel cell includes an exhaust port; the control system further includes: an electric heating device disposed on the ammonia catalytic decomposition device for heating the ammonia catalytic decomposition device; and a heat exchanger assembly connected to the exhaust port of the engine, the exhaust port of the fuel cell, and the ammonia catalytic decomposition device respectively for heat preservation of the ammonia catalytic decomposition device.

[0010] According to an embodiment of the present invention, the control system further includes a turbine and a compressor; the turbine is used to connect the exhaust port of the engine and the heat exchanger assembly to deliver engine exhaust gas to the heat exchanger assembly; the compressor is connected to the engine to compress air and deliver the compressed air to the engine, and the compressor is also mechanically connected to the turbine for energy transfer between the turbine and the compressor.

[0011] According to an embodiment of the present invention, the control system further includes a safety alarm device for detecting the concentration of ammonia leakage and the concentration of hydrogen leakage in the environment, and pushing alarm information to the target object when the concentration of ammonia leakage or the concentration of hydrogen leakage exceeds their respective safety concentration thresholds.

[0012] According to an embodiment of the present invention, the control system further includes a power conversion device, which is electrically connected to the fuel cell, the supercapacitor and the motor respectively, for realizing the power conversion between the fuel cell, the supercapacitor and the motor.

[0013] Another aspect of the present invention provides a hybrid power control method for the aforementioned hybrid power control system for a vehicle, comprising: acquiring the current power demand of the vehicle and the current charge of the supercapacitor; and sending control commands to the engine, motor, supercapacitor, and fuel cell based on the current power demand of the vehicle and the current charge of the supercapacitor, so as to control the energy distribution among the engine, motor, supercapacitor, and fuel cell.

[0014] According to embodiments of the present invention, a control system comprising an engine, an electric motor, a diesel fuel supply system, an ammonia supply device, an ammonia catalytic decomposition device, a fuel cell, a supercapacitor, and an energy management controller is provided. The ammonia supply device supplies ammonia to both the engine and the ammonia catalytic decomposition device, which decomposes the ammonia into hydrogen and supplies it to the engine and fuel cell. The diesel fuel supply system supplies diesel fuel to the engine. The engine can utilize a mixture of ammonia, hydrogen, and diesel fuel for combustion. Ammonia, as a zero-carbon fuel, does not produce carbon dioxide during combustion, significantly reducing vehicle carbon emissions. Simultaneously, the hydrogen produced from ammonia decomposition, when mixed with ammonia, enhances fuel activity and improves ammonia combustion performance. Furthermore, the fuel cell and supercapacitor are connected to the electric motor via circuitry. The fuel cell provides basic electrical energy to the electric motor according to control commands, while the supercapacitor supplies power to the electric motor during instantaneous high-power demands or recovers stored electrical energy during braking, according to control commands. Through their synergy, the problem of existing hybrid power systems being unable to meet instantaneous high-power operating conditions is solved. On the other hand, the energy management controller controls the energy distribution among the engine, motor, supercapacitor, and fuel cell in real time based on the vehicle's current power demand and the supercapacitor's current charge level, achieving coordinated management of various energy sources within the system and improving overall energy utilization efficiency. This invention organically combines ammonia decomposition hydrogen production technology, an ammonia / diesel dual-fuel engine, a fuel cell, and a supercapacitor to construct a multi-energy coordinated hybrid power system, achieving a balance between low carbon emissions, instantaneous power support, and efficient energy utilization. Attached Figure Description

[0015] The above-described features, other objects, and advantages of the present invention will become clearer from the following description of embodiments of the invention with reference to the accompanying drawings, in which:

[0016] Figure 1 A system architecture diagram of a hybrid power control system for a vehicle according to an embodiment of the present invention is shown;

[0017] Figure 2 The diagram illustrates the system operating state under different predetermined power thresholds and different predetermined energy thresholds according to embodiments of the present invention;

[0018] Figure 3 A system architecture diagram for a hybrid power control system for a vehicle according to another embodiment of the present invention is shown;

[0019] Figure 4 A flowchart of a hybrid power control method according to an embodiment of the present invention is shown;

[0020] Figure 5 A block diagram of an electronic device suitable for implementing a hybrid power control method according to an embodiment of the present invention is shown. Detailed Implementation

[0021] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the invention. In the following detailed description, numerous specific details are set forth to provide a thorough understanding of the embodiments of the invention for ease of explanation. However, it will be apparent that one or more embodiments may be practiced without these specific details. Furthermore, descriptions of well-known structures and techniques are omitted in the following description to avoid unnecessarily obscuring the concept of the invention.

[0022] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. The terms “comprising,” “including,” etc., as used herein indicate the presence of the stated features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0023] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein are to be interpreted in a manner consistent with the context of this specification, and not in an idealized or overly rigid way.

[0024] When using expressions such as "at least one of A, B and C", they should generally be interpreted in accordance with the meaning that is commonly understood by those skilled in the art (e.g., "a system having at least one of A, B and C" should include, but is not limited to, a system having A alone, a system having B alone, a system having C alone, a system having A and B, a system having A and C, a system having B and C, and / or a system having A, B and C, etc.).

[0025] With the increasing severity of the global energy crisis and environmental pollution, the high energy consumption and emissions of vehicles have become critical issues that urgently need to be addressed. In view of this, this invention leverages ammonia as a zero-carbon fuel, possessing advantages such as high energy density, ease of storage and transportation, and utilizes ammonia as a fuel for engine combustion. However, due to its slow combustion speed and low reactivity, ammonia faces technical challenges in engine combustion, including low combustion efficiency and difficulty in ignition. A solution is to combine ammonia with diesel fuel, using ammonia injection through the intake manifold and direct diesel injection for ignition within the cylinder. Furthermore, mixing hydrogen into ammonia can also improve fuel reactivity and enhance engine performance.

[0026] Ammonia, as a hydrogen-based fuel, can be catalytically decomposed into hydrogen gas. This not only provides hydrogen for engines but can also be combined with hydrogen fuel cells to further improve overall efficiency and achieve zero emissions. Meanwhile, supercapacitors, due to their advantages of high power density, rapid charging and discharging, and long cycle life, can serve as ideal energy storage components to meet the transient power demands of vehicles. However, supercapacitors have low energy density and are difficult to independently supply energy for extended periods.

[0027] Therefore, this invention combines ammonia decomposition hydrogen production technology, an ammonia / diesel dual-fuel engine, a hydrogen fuel cell, and a supercapacitor to construct a multi-energy synergistic hybrid power control system, forming a promising solution. This hybrid power control system can fully utilize the energy advantages of ammonia, improve engine combustion performance, utilize fuel cells and supercapacitors to meet energy demands under different operating conditions, coordinate the operation of various components in a complex system, formulate effective control strategies, and achieve optimal overall efficiency.

[0028] Figure 1 A system architecture diagram of a hybrid power control system for a vehicle according to an embodiment of the present invention is shown.

[0029] like Figure 1 As shown, the system architecture according to this embodiment may include an engine 101, an electric motor 102, a diesel supply system 103, an ammonia supply device 104, an ammonia catalytic decomposition device 105, a fuel cell 106, a supercapacitor 107, and an energy management controller 108, with the engine 101 and the electric motor 102 being mechanically connected.

[0030] The energy management controller 108 is connected to the engine 101, motor 102, supercapacitor 107, and fuel cell 106 via a signal connection. It is used to send control commands to the engine 101, motor 102, supercapacitor 107, and fuel cell 106 according to the current power demand of the vehicle and the current charge of the supercapacitor, so as to control the energy distribution among the engine 101, motor 102, supercapacitor 107, and fuel cell 106.

[0031] The diesel supply system 103, the ammonia supply device 104, the ammonia catalytic decomposition device 105, the engine 101, and the fuel cell 106 are connected by pipelines. The diesel supply system 103 is used to supply diesel to the engine 101, the ammonia supply device 104 is used to supply ammonia to the engine 101 and the ammonia catalytic decomposition device 105 respectively, and the ammonia catalytic decomposition device 105 is used to decompose ammonia into hydrogen and supply hydrogen to the engine 101 and the fuel cell 106.

[0032] The fuel cell 106, supercapacitor 107, and motor 102 are connected by a circuit. The fuel cell 106 is used to provide electrical energy to the motor 102 according to control commands and to charge the supercapacitor 107. The supercapacitor 107 is used to supply power to the motor 102 or store the electrical energy of the fuel cell 106 and the braking energy recovered by the motor 102 according to the control commands of the energy management controller 108.

[0033] In some embodiments, the diesel supply system 103 can supply diesel fuel to the engine 101, for example, by supplying diesel fuel to the engine 101 as an ignition source through direct injection.

[0034] A portion of the ammonia in the ammonia supply device 104 can be supplied to the engine 101 as fuel, while another portion can be supplied to the ammonia catalytic decomposition device 105 so that the ammonia catalytic decomposition device 105 can decompose the ammonia into hydrogen. For example, formula (1) shows the relationship between the total amount of ammonia supplied by the ammonia supply device 104 and the amount of ammonia supplied to the engine 101 and the amount of ammonia supplied to the ammonia catalytic decomposition device 105.

[0035] (1)

[0036] in, The total amount of ammonia supplied to ammonia supply unit 104. To supply ammonia to the ammonia catalytic decomposition unit 105, To supply ammonia to engine 101.

[0037] The ammonia catalytic decomposition device 105 can decompose ammonia into hydrogen. A portion of the hydrogen can be supplied to the engine 101 and mixed with the ammonia directly supplied to the engine 101. This mixture is then injected into the intake manifold to enable the engine 101 to operate normally. A portion of the hydrogen can be supplied to the fuel cell 106, allowing the fuel cell 106 to use hydrogen as fuel to provide electrical energy to the motor 102. A portion of the hydrogen can be stored in a hydrogen tank. For example, formula (2) shows the relationship between the amount of hydrogen converted from ammonia and the amount of hydrogen supplied to the fuel cell 106, the amount of hydrogen supplied to the engine 101, and the amount of hydrogen stored in the hydrogen tank.

[0038] (2)

[0039] in, This refers to the amount of hydrogen gas produced from ammonia. To supply hydrogen to fuel cell 106, To supply hydrogen to engine 101, This refers to the amount of hydrogen in the hydrogen storage tank.

[0040] In some embodiments, the energy management controller 108 is also signal-connected to the ammonia catalytic decomposition device 105, and can control the injection timing and injection quantity of ammonia, hydrogen, and diesel fuel according to the operating parameters of the engine 101 to achieve efficient and stable fuel supply. For example, the injection timing and injection quantity of ammonia, hydrogen, and diesel fuel can be determined by querying a pre-built relationship table based on the operating parameters of the engine 101. The pre-built relationship table establishes a mapping relationship between the operating parameters of the engine 101 and the injection timing and injection quantity of ammonia, hydrogen, and diesel fuel.

[0041] In some embodiments, the ammonia catalytic decomposition device 105 supplies hydrogen obtained from the decomposition of ammonia to the fuel cell 106. The electrical energy generated by the fuel cell 106, together with the supercapacitor 107, can power the motor 102. The fuel cell 106 is a solid oxide fuel cell with an operating temperature of 600°C to 1000°C, suitable for vehicle applications.

[0042] During system startup, the supercapacitor 107 can provide the necessary electrical energy to the motor 102 and the control system, ensuring rapid system startup. The energy management controller 108 can adjust the power output from the fuel cell 106 and the supercapacitor 107 to the motor 102 in real time according to the vehicle's power requirements, the charge level of the supercapacitor 107, and the operating status of the fuel cell 106, thereby optimizing the utilization of electrical energy.

[0043] Formula (3) shows the relationship between the total power of motor 102 and the output power of fuel cell 106 and supercapacitor 107.

[0044] (3)

[0045] in, The total power of motor 102, For the output power of fuel cell 106, This is the output power of the supercapacitor 107.

[0046] According to an embodiment of the present invention, a control system comprising an engine 101, an electric motor 102, a diesel supply system 103, an ammonia supply device 104, an ammonia catalytic decomposition device 105, a fuel cell 106, a supercapacitor 107, and an energy management controller 108 is provided. The ammonia supply device 104 supplies ammonia to both the engine 101 and the ammonia catalytic decomposition device 105. The ammonia catalytic decomposition device 105 decomposes ammonia into hydrogen and supplies it to the engine 101 and the fuel cell 106. The diesel supply system 103 supplies diesel fuel to the engine 101. The engine 101 can utilize a mixture of ammonia, hydrogen, and diesel fuel for combustion. Ammonia, as a zero-carbon fuel, does not produce carbon dioxide during combustion, significantly reducing vehicle carbon emissions. Simultaneously, the hydrogen produced from ammonia decomposition is mixed with ammonia for combustion, improving fuel activity and ammonia combustion performance. Furthermore, the fuel cell 106 and the supercapacitor 107 are respectively connected to the electric motor 102 via circuitry. Fuel cell 106 provides basic electrical energy to motor 102 according to control commands, while supercapacitor 107 supplies power to motor 102 during periods of high instantaneous power demand or recovers stored electrical energy during braking, according to control commands. Through their synergy, the problem of existing hybrid power systems being unable to meet high instantaneous power demands is solved. On the other hand, energy management controller 108 controls the energy distribution among engine 101, motor 102, supercapacitor 107, and fuel cell 106 in real time based on the vehicle's current power demand and the current charge level of supercapacitor 107, achieving coordinated management of the energy sources within the system and improving overall energy efficiency. This invention organically combines ammonia decomposition hydrogen production technology, an ammonia / diesel dual-fuel engine 101, fuel cell 106, and supercapacitor 107 to construct a multi-energy synergistic hybrid power system, achieving a balance between low carbon emissions, instantaneous power support, and efficient energy utilization.

[0047] In some embodiments, during transient conditions such as vehicle acceleration, the supercapacitor 107 can provide instantaneous high power output to compensate for insufficient power response of the fuel cell 106 and the engine 101. During braking, the motor 102 operates as a generator 102, recovering and storing regenerative braking energy in the supercapacitor 107. When the fuel cell 106 is also running during braking, it operates at low power to charge the supercapacitor 107, preventing frequent start-stop cycles. Specifically: when the vehicle is accelerating, the vehicle's power demand increases, the engine 101 or fuel cell 106 maintains its current operating state, and the supercapacitor 107 provides instantaneous power to the motor 102. When the vehicle decelerates, the vehicle's power demand decreases, the motor 102 recovers braking energy, and if the fuel cell 106 is not operating, the motor 102 recovers energy into the supercapacitor 107. If the fuel cell 106 is working normally, the braking energy recovered by the motor 102 is stored in the supercapacitor 107. At the same time, the fuel cell 106 maintains a preset low power or minimum stable power (e.g., 10% to 20% of the rated power of the fuel cell 106, which can be adaptively adjusted according to actual needs) and the output electrical energy of the fuel cell 106 is also stored in the supercapacitor 107.

[0048] In some embodiments, the energy management controller 108 can match the current power demand of the vehicle with a predetermined power threshold to obtain a power matching result; match the current charge of the supercapacitor 107 with a predetermined charge threshold to obtain a charge matching result; and send control commands to the engine 101, the motor 102, the supercapacitor 107, and the fuel cell 106 based on the power matching result and the charge matching result.

[0049] Figure 2 The diagram illustrates the system operation state under different predetermined power thresholds and different predetermined energy thresholds according to embodiments of the present invention.

[0050] like Figure 2 As shown, the predetermined power threshold may include a preset first power threshold. and the preset second power threshold , < Based on these two power thresholds, three power level ranges can be defined. For example, the low power level has a vehicle power requirement of... Satisfy 0≤ ≤ Medium power rating, vehicle power requirement satisfy < ≤ High power rating, vehicle power requirements satisfy > .

[0051] In some embodiments, the first power threshold This is used to determine whether the vehicle is still suitable for being driven by fuel cells and supercapacitors, and whether the engine needs to be brought back to operating status from a stopped state. Since the engine has lower fuel efficiency when operating in the low-load region, the first power threshold should be lower than or no higher than the lower limit power of the engine entering the high-efficiency operating range, and determined in combination with the fuel cell's highest efficiency power point and the supercapacitor's safety compensation power.

[0052] Specifically, firstly, based on the engine's universal characteristic curve or bench test calibration data, determine the lower limit power of the engine's high-efficiency operating range. The lower limit power of an engine's high-efficiency operating range refers to the minimum output power corresponding to when the engine's fuel consumption rate or equivalent energy consumption enters the preset high-efficiency range.

[0053] Secondly, determine the highest efficiency power point of the fuel cell based on the fuel cell efficiency curve. The peak efficiency power point of a fuel cell is the output power when the fuel cell efficiency reaches or is close to its maximum value, which can be expressed as: ,in,

[0054] For fuel cells in terms of output power The efficiency of the process.

[0055] Next, based on the supercapacitor's rated discharge capacity, the power limit of the bidirectional DC / DC converter, and the preset transient compensation time, the safe compensation power of the supercapacitor is determined. The safe compensation power of a supercapacitor refers to the power that a supercapacitor can use for transient power compensation under the conditions that it is not lower than the minimum allowable voltage, does not exceed the maximum allowable discharge current, and does not exceed the power limit of the bidirectional DC / DC converter.

[0056] Total available energy of supercapacitors It can be determined by formula (4):

[0057] (4)

[0058] in, This is the equivalent capacitance of a supercapacitor. This is the maximum allowable voltage for a supercapacitor. This is the minimum allowable voltage for a supercapacitor.

[0059] Supercapacitor safety compensation power It can be determined by formula (5):

[0060] (5)

[0061] in, This refers to the maximum allowable discharge power of the supercapacitor and bidirectional DC / DC converter. For bidirectional DC / DC conversion efficiency, This is the releaseable energy reserved for transient compensation in supercapacitors. This is the preset transient compensation time.

[0062] Based on this, the first power threshold Determined by formula (6):

[0063] (6)

[0064] in, This is the first compensation coefficient, and its value ranges from 0 to... <1. The first power threshold is determined using the above method. This allows the vehicle to be powered primarily by fuel cells and supercapacitors when power demand is low, avoiding frequent engine starts in the low-efficiency zone; the engine will only be engaged when the vehicle's power demand exceeds the efficient output capacity of the fuel cell and the safety compensation capacity of the supercapacitor.

[0065] Second power threshold Used to determine whether the system needs to enter high-power drive mode. Second power threshold. The power output point is determined based on the fuel cell's permissible high power output point and the supercapacitor's safety compensation power.

[0066] Fuel cells allow for high power output points This represents the higher power point that the fuel cell can output while meeting the requirements for temperature, current, hydrogen supply, and lower efficiency limits. To avoid the fuel cell operating under low efficiency or unsafe high load conditions for extended periods, it can be determined according to formula (7):

[0067] (7)

[0068] in, This represents the permissible efficiency degradation of the fuel cell. The permissible high power output point of the fuel cell should also meet the limitations of the fuel cell's rated power, operating temperature, output current, and hydrogen supply capacity.

[0069] Based on this, the second power threshold It can be determined according to formula (8):

[0070] (8)

[0071] in, This is the second compensation coefficient, and By determining the second power threshold in the above manner, the electric drive capabilities of fuel cells and supercapacitors can be fully utilized under medium power demand in the vehicle, and the engine can be promptly engaged in driving under high power demand, thus avoiding prolonged high-load operation of fuel cells or excessive discharge of supercapacitors.

[0072] When calibrating the entire vehicle, it should be made When calculated based on the parameters of the selected component. and If the above relationship is not satisfied, adjust the first compensation coefficient. Second compensation coefficient Alternatively, the component matching parameters of the fuel cell, supercapacitor, and engine can be adjusted to ensure that the power threshold meets the classification requirements for low-power, medium-power, and high-power levels.

[0073] In some embodiments, the predetermined power threshold may include a preset first power threshold. and the preset second power threshold , < Based on these two power thresholds, three power level ranges can be defined. For example, in the low power state, the supercapacitor's current power level... satisfy < Medium charge status, current charge of the supercapacitor. satisfy ≤ < High battery status, current battery level of the supercapacitor. satisfy ≥ .

[0074] Specifically, the current charge of the supercapacitor It can be determined based on the terminal voltage of the supercapacitor, as shown in formula (9).

[0075] (9)

[0076] in, This is the current terminal voltage of the supercapacitor. This is the maximum allowable voltage for a supercapacitor. This is the minimum permissible voltage for a supercapacitor.

[0077] First power threshold The first energy threshold is determined based on the supercapacitor's minimum safe charge level, the energy required for system startup, and the energy reserve for transient acceleration. It should be ensured that the supercapacitor can still meet the minimum energy requirements for control system startup, motor transient response, and stable bidirectional DC / DC operation even above the low charge threshold. First charge threshold. It can be determined according to formula (10):

[0078] (10)

[0079] in, This is the minimum permissible state of charge (SOC) for a supercapacitor. This is the energy required for the system startup phase. To reserve energy for preset transient acceleration conditions, This represents the total usable energy of the supercapacitor. This is for low battery safety margin.

[0080] Second power threshold The second energy threshold is determined based on the maximum allowable capacity of the supercapacitor and the reserved energy storage space for regenerative braking. It should be ensured that the supercapacitor still has a certain remaining capacity to absorb regenerative braking energy when it is in a high charge state, to prevent overcharging or limited recovery power during the braking recovery process. The second charge threshold can be determined according to formula (11):

[0081] (11)

[0082] in, This represents the maximum permissible state of charge (SOC) of a supercapacitor. This is to determine the amount of braking energy that needs to be recovered under preset braking conditions. For high power safety margin.

[0083] The amount of braking energy to be recovered under the preset braking conditions can be determined based on the vehicle mass and the change in vehicle speed before and after braking, as shown in formula (12):

[0084] (12)

[0085] in, For the overall vehicle quality, To brake the vehicle's speed, The speed after braking. This refers to the energy recovery efficiency of regenerative braking.

[0086] By determining the first and second charge thresholds as described above, the supercapacitor can be prioritized for protection when the charge is low, serve as the main power buffer unit when the charge is medium, and have regenerative braking capacity when the charge is high, thus balancing the vehicle's transient power response and the supercapacitor's safety.

[0087] In some embodiments, when the current power demand of the vehicle is less than or equal to a first power threshold and the engine 101 is in a non-operating mode, the energy management controller 108 can power the motor 102 with the fuel cell 106 and the supercapacitor 107: when the supercapacitor 107 is greater than or equal to the first charge threshold, the controller controls the fuel cell 106 to operate at a first predetermined power and controls the supercapacitor 107 to power the motor 102; when the charge of the supercapacitor 107 is less than the first charge threshold, the controller controls the fuel cell 106 to operate at a second predetermined power, charging the supercapacitor 107 while meeting the power demand, wherein the second predetermined power is higher than the first predetermined power.

[0088] Specifically, when the vehicle's power demand is at a low power level, the engine 101 does not operate, and the fuel cell 106 and supercapacitor 107 provide electrical energy. When the supercapacitor 107 has a medium or high charge level, the fuel cell 106 operates at a fixed power (e.g., a first predetermined power), and the supercapacitor 107 supplies power to the motor 102 for power compensation. When the supercapacitor 107 has a low charge level, the fuel cell 106 operates at a high load (e.g., according to a second predetermined power), meeting the power demand while charging the supercapacitor 107.

[0089] In some embodiments, the fixed power of the fuel cell 106 may be the power point at which the fuel cell 106 operates with the highest efficiency.

[0090] In some embodiments, the energy management controller 108 is further configured to: when the current power demand of the vehicle is greater than a first power threshold and less than or equal to a second power threshold: when the charge of the supercapacitor 107 is greater than or equal to the second charge threshold, control the engine 101 to be in a non-operating mode, the fuel cell 106 to operate at a first predetermined power, and the supercapacitor 107 to supply power to the motor 102; when the charge of the supercapacitor 107 is greater than or equal to the first charge threshold and less than the second charge threshold, control the engine 101 to be in a non-operating mode, the fuel cell 106 to operate at a second predetermined power, and the supercapacitor 107 to supply power to the motor 102; when the charge of the supercapacitor 107 is less than the first charge threshold, control the engine 101 to be in an operating mode, and drive the motor 102 to charge the supercapacitor 107, and the fuel cell 106 to operate at the first predetermined power.

[0091] Specifically, when the vehicle's power requirement is at the medium power level:

[0092] If the supercapacitor 107 is at a high charge level, the engine 101 will not work, the fuel cell 106 will operate at a fixed power (e.g., a first predetermined power), and the supercapacitor 107 will supply power to the motor 102 for power compensation.

[0093] If the supercapacitor 107 is at a medium charge level, the engine 101 will not work, the fuel cell 106 will work under high load (e.g., according to the second predetermined power), and the supercapacitor 107 will supply power to the motor 102 for power compensation.

[0094] If the supercapacitor 107 is in a low charge state at this time, the engine 101 will work. The engine 101 will use part of its power to meet the driving demand, and the other part will drive the motor 102 to generate electricity to charge the supercapacitor 107. At this time, the fuel cell 106 will operate at a fixed power (e.g., a first predetermined power).

[0095] In some embodiments, the energy management controller 108 is further configured to: when the current power demand of the vehicle is greater than a second power threshold; when the charge of the supercapacitor 107 is greater than or equal to a first charge threshold, control the engine 101 to be in operating mode, the fuel cell 106 to operate at a first predetermined power, and the supercapacitor 107 to supply power to the motor 102; when the charge of the supercapacitor 107 is less than the first charge threshold, control the engine 101 to be in operating mode, the fuel cell 106 to operate at a second predetermined power, and the engine 101 and the fuel cell 106 to charge the supercapacitor 107.

[0096] Specifically, when the vehicle's power requirement is at a high power level:

[0097] When the supercapacitor 107 is in a medium or high charge state, the engine 101 operates, the fuel cell 106 maintains a fixed power (e.g., a first predetermined power) operation, and the supercapacitor 107 performs power compensation.

[0098] When the supercapacitor 107 is in a low charge state, the engine 101 works. Under the condition of meeting the power demand, the engine 101 charges the supercapacitor 107 through the motor 102. The fuel cell 106 operates at high load (e.g., second predetermined power) to charge the supercapacitor 107.

[0099] According to embodiments of the present invention, through the above-described threshold determination method, the present invention can determine the control boundary based on the efficiency of the engine 101, the efficiency of the fuel cell 106, the safety compensation capability of the supercapacitor 107, and the braking energy recovery requirements. This allows the engine 101 to avoid inefficient operation under low-power conditions, prioritizes the driving requirements of the fuel cell 106 and the supercapacitor 107 under medium-power conditions, and ensures that the engine 101 can promptly intervene in driving under high-power conditions. At the same time, it ensures that the supercapacitor 107 has sufficient transient discharge capability and regenerative braking energy absorption capability, thereby improving the overall system efficiency, power response capability, and operational safety.

[0100] According to an embodiment of the present invention, by hierarchically managing the charge of the supercapacitor 107 and the system's power demand, and matching differentiated control commands to different levels, bidirectional energy management of the supercapacitor 107 is achieved. The supercapacitor 107 can not only rapidly discharge to compensate for peak instantaneous power demanded by the vehicle, meeting the vehicle's dynamic response requirements, but also, when its charge is too low, act as an energy receiver, actively charged by the engine 101 and fuel cell 106, rapidly restoring its charge to a reasonable range. Thus, the supercapacitor 107 always remains in its high-efficiency operating range, avoiding both loss of power compensation capability due to low charge and reduced lifespan due to overcharging. This improves the overall energy utilization efficiency of the system. Through hierarchical management and multi-energy collaborative control, the system can dynamically adjust its energy distribution strategy according to different operating conditions, reducing energy conversion losses and increasing the proportion of each power source operating in its respective high-efficiency range, thereby optimizing overall energy efficiency while meeting the vehicle's power demands.

[0101] Figure 3 A system architecture diagram of a hybrid power control system for a vehicle according to another embodiment of the present invention is shown.

[0102] like Figure 3 As shown, the engine 101 may include an exhaust port 1011, the fuel cell 106 may include an exhaust port 1061, and the hybrid power control system may also include an electric heating device 109 and a heat exchanger assembly. The electric heating device 109 may be installed on the ammonia catalytic decomposition device 105 to heat the ammonia catalytic decomposition device 105, thereby solving the problems of slow ammonia combustion speed and low activity, and improving the catalytic efficiency of ammonia.

[0103] The heat exchanger assembly may include multiple heat exchangers, such as a first heat exchanger 110, a second heat exchanger 111, and a third heat exchanger 112. For example, one end of the first heat exchanger 110 is connected to the exhaust port of the engine 101, and the other end of the first heat exchanger 110 can be connected to the ammonia catalytic decomposition device 105 through the second heat exchanger 111, facilitating the use of the high-temperature exhaust gas from the engine 101 to keep the ammonia catalytic decomposition device 105 warm. One end of the third heat exchanger 112 can be connected to the fuel cell 106, and the other end of the third heat exchanger 112 can be connected to the ammonia catalytic decomposition device 105 through the second heat exchanger 111, facilitating the use of the high-temperature exhaust gas from the fuel cell 106 to keep the ammonia catalytic decomposition device 105 warm, thus solving the problem of low ammonia catalytic efficiency and improving efficiency. In one embodiment, the hydrogen obtained from the decomposition of ammonia by the ammonia catalytic decomposition device 105 can also be transported to the fuel cell 106 through the third heat exchanger 112.

[0104] Continue to refer to Figure 3The hybrid power control system of this embodiment may further include a turbine 113 and a compressor 114. The turbine 113 may be used to connect the exhaust port 1011 of the engine 101 and the heat exchanger assembly to deliver the exhaust gas of the engine 101 to the heat exchanger assembly.

[0105] The compressor 114 can be connected to the engine 101 to compress air and deliver the compressed air to the engine 101. The compressor 114 is also mechanically connected to the turbine 113 for energy transfer between the turbine 113 and the compressor 114.

[0106] Continue to refer to Figure 3 The hybrid power control system of this embodiment may further include a power conversion device, which is electrically connected to the fuel cell 106, the supercapacitor 107 and the motor 102 respectively, for realizing the power conversion between the fuel cell 106, the supercapacitor 107 and the motor 102.

[0107] In some embodiments, the power conversion device may include a motor controller 115 and multiple converters, such as a first unidirectional DC / DC converter 116 (Direct Current to Direct Current Converter), a second unidirectional DC / DC converter 117, and a bidirectional DC / DC converter 118. A supercapacitor 107 is connected to the bidirectional DC / DC converter 118, and a fuel cell 106 is connected to the first unidirectional DC / DC converter 116. The outputs of the bidirectional DC / DC converter 118 and the first unidirectional DC / DC converter 116 are connected to the motor controller 115 via a DC bus, forming a complete electrical system. The fuel cell 106 is connected to the supercapacitor 107 via the second unidirectional DC / DC converter 117. The motor controller 115 is signal-connected to the engine 101, the ammonia catalytic decomposition device 105, the fuel cell 106, the supercapacitor 107, the motor 102, and the power conversion device to monitor and control the entire system.

[0108] Specifically, the first unidirectional DC / DC converter 116 can be used to connect the fuel cell 106 and the motor controller 115, converting the unstable DC voltage output by the fuel cell 106 into the stable high-voltage DC power required by the motor controller 115, and providing continuous base power to the motor 102. The second unidirectional DC / DC converter 117 can be used to connect the fuel cell 106 and the supercapacitor 107, allowing the fuel cell 106 to unidirectionally charge the supercapacitor 107 when its charge is too low, thus maintaining the supercapacitor 107's charge within a reasonable operating range. The bidirectional DC / DC converter 118 can be used to connect the supercapacitor 107 and the motor controller 115, enabling bidirectional energy transfer between the supercapacitor 107 and the motor controller 115: when the vehicle requires instantaneous high power, the supercapacitor 107 discharges to the motor controller 115 through this converter for compensation; when the vehicle brakes or decelerates, the regenerative energy generated by the motor 102 charges and stores the supercapacitor 107 through this converter.

[0109] Continue to refer to Figure 3 The hybrid power control system of this embodiment may further include a hydrogen tank 119 for storing hydrogen.

[0110] In some embodiments, a safety alarm device may also be set in the hybrid power control system, for example, at the pipe connections and interface areas around the ammonia supply device 104, the ammonia catalytic decomposition device 105, the fuel cell 106 and the engine 101, to detect the ammonia leakage concentration and hydrogen leakage concentration in the environment throughout the process, and push alarm information to the target object (e.g., vehicle driver, remote monitoring platform, vehicle central control system, etc.) when the ammonia leakage concentration or hydrogen leakage concentration exceeds its respective safety concentration threshold. When a leak is detected, the emergency handling procedure is immediately activated to cut off the corresponding fuel supply to ensure the safety of personnel and equipment.

[0111] In some embodiments, such as Figure 3 As shown, the control system may also include an output terminal 120, and the engine 101 and the motor 102 may be mechanically connected to the output terminal. The output terminal 120 is used to transmit the mechanical power generated by the engine 101 and / or the motor 102 to the wheels to drive the vehicle.

[0112] According to an embodiment of the present invention, a hybrid power control system for a vehicle comprises an ammonia supply device, a diesel supply system, an ammonia catalytic decomposition device, a hydrogen tank, an engine, a heat exchanger assembly, and a fuel cell connected via pipelines. The engine, motor, and output are mechanically connected; the fuel cell, supercapacitor, motor, and power conversion device are electrically connected; and the energy management controller is signal-connected to the ammonia catalytic decomposition device, engine, motor, fuel cell, and supercapacitor. The ammonia decomposition device converts a portion of ammonia into hydrogen. The ammonia and hydrogen are mixed and injected into the engine through the intake manifold. Diesel fuel is supplied to the engine via direct injection as an ignition source. A portion of the hydrogen is supplied to the fuel cell, and the fuel cell and supercapacitor are connected to the motor via the power conversion device. The remaining hydrogen is stored in the hydrogen tank. The system provides driving force through the engine and motor. The energy management controller controls the operating status and energy distribution of each component in real time according to the vehicle's operating conditions.

[0113] This system uses ammonia as the primary fuel, with a portion of the ammonia used directly as engine fuel and the remainder used to decompose it into hydrogen. Ammonia is converted into hydrogen via an ammonia catalytic decomposition device. This hydrogen is then mixed with a portion of the ammonia and injected into the engine through the intake manifold. Simultaneously, diesel fuel is used as the ignition source via direct injection, achieving synergistic combustion of the three fuels: ammonia, hydrogen, and diesel. A portion of the hydrogen is supplied to the fuel cell to power the electric motor. The remaining hydrogen is stored in a hydrogen tank. To meet transient operating conditions, a supercapacitor is incorporated into the system, working alongside the fuel cell 106 to power the electric motor for transient power compensation, high-power braking energy recovery, and power supply during system startup. Furthermore, to ensure efficient conversion in the ammonia catalytic decomposition device, an electric heating device is used to heat the device. A heat exchanger is used to keep the ammonia catalytic decomposition device at a suitable temperature by separating the high-temperature exhaust gases from the engine and the solid oxide fuel cell.

[0114] This invention integrates ammonia decomposition for hydrogen production, an ammonia / diesel dual-fuel engine, a hydrogen fuel cell, and a supercapacitor to construct a multi-energy synergistic hybrid power system. This system fully utilizes ammonia's advantage as a zero-carbon fuel while solving the problems of low ammonia combustion efficiency and difficulty in direct application. The introduction of hydrogen fuel cells and supercapacitors improves energy utilization efficiency and enhances vehicle power performance and transient response. Furthermore, the control method of this invention ensures efficient synergistic operation of all energy and power sources, resulting in good economic and environmental benefits, and is suitable for the energy conservation and emission reduction needs of the commercial vehicle sector.

[0115] Figure 4 A flowchart of a hybrid power control method according to an embodiment of the present invention is shown.

[0116] like Figure 4As shown, the hybrid power control method of this embodiment may include operations S410 to S420.

[0117] The S410 is used to obtain the vehicle's current power demand and the current charge level of the supercapacitor.

[0118] In operation S420, control commands are sent to the engine, motor, supercapacitor, and fuel cell based on the vehicle's current power demand and the current charge of the supercapacitor, in order to control the energy distribution among the engine, motor, supercapacitor, and fuel cell.

[0119] The vehicle's current power demand can be defined as the mechanical power required by the drive wheels at the current moment to satisfy the driver's intentions (acceleration, climbing, maintaining a constant speed) and overcome driving resistance (rolling resistance, air resistance, gradient resistance, etc.). Power demand can be calculated based on driver demand signals and the vehicle's operating status. Driver demand signals may include vehicle gear position signals, pedal opening, etc. Vehicle operating status reflects the vehicle's current actual operating conditions and can include current operating data such as current vehicle speed, longitudinal acceleration, road gradient, vehicle commands, and current gear.

[0120] The current charge of a supercapacitor represents the electrical energy stored in the supercapacitor at that moment, and can be expressed using SOC (State of Charge), ranging from 0% to 100%. The current charge of the supercapacitor can be calculated from the voltage at the acquisition terminal of a voltage sensor.

[0121] Control commands can be digital signals (via the CAN bus) issued by the energy management controller, containing power / torque / start / stop commands for each component. For example: engine output 30kW, fuel cell provides 20kW, supercapacitor discharges 15kW, motor 102 absorbs -10kW (power generation mode), etc.

[0122] Energy distribution can be achieved by allocating the vehicle's current total power demand to various energy components such as engines, fuel cells, and supercapacitors according to a certain strategy, determining the start and stop of components, and realizing a balanced distribution of energy.

[0123] In some embodiments, by controlling the energy distribution among the engine, motor, supercapacitor, and fuel cell based on the vehicle's current power demand and the supercapacitor's current charge level, the vehicle's power performance can be improved. By matching the power demand with the output capacity of each energy source in real time, it ensures that the vehicle can quickly mobilize the fuel cell and supercapacitor to work together to supply power under high-power conditions such as acceleration, hill climbing, and overtaking, avoiding sluggish acceleration or weak hill climbing due to insufficient power, and improving the overall vehicle's power response level. It can also improve transient response capability. Utilizing the high power density and fast response speed of the supercapacitor, when the power demand changes drastically (such as rapid acceleration or deceleration), the supercapacitor prioritizes handling the peak portion of the power fluctuation, compensating for the power gap that the fuel cell and engine cannot instantly meet due to response lag, thereby significantly shortening the power system's delay time and improving driving smoothness and instantaneous burst power. By dynamically adjusting the power distribution ratio among the engine, fuel cell, and supercapacitor based on the supercapacitor's real-time charge status: when the supercapacitor has sufficient charge, it prioritizes handling instantaneous peak power; when the supercapacitor's charge is low, the engine or fuel cell is actively dispatched to replenish its charge, allowing it to quickly recover to a reasonable range. As a result, each energy component operates within its efficient range, avoiding overload or inefficient operation, thus optimizing the overall energy efficiency of the system and ensuring the efficient and coordinated operation of each energy source and power source.

[0124] Figure 5 A block diagram of an electronic device suitable for implementing a hybrid power control method according to an embodiment of the present invention is shown.

[0125] like Figure 5 As shown, an electronic device 500 according to an embodiment of the present invention includes a processor 501, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 502 or a program loaded from a storage portion 508 into a random access memory (RAM) 503. The processor 501 may include, for example, a general-purpose microprocessor (e.g., a CPU), an instruction set processor and / or an associated chipset and / or a special-purpose microprocessor (e.g., an application-specific integrated circuit (ASIC)), etc. The processor 501 may also include onboard memory for caching purposes. The processor 501 may include a single processing unit or multiple processing units for performing different actions of the method flow according to an embodiment of the present invention.

[0126] Random access memory (RAM) 503 stores various programs and data required for the operation of electronic device 500. Processor 501, read-only memory (ROM) 502, and RAM 503 are interconnected via bus 504. Processor 501 performs various operations of the method flow according to embodiments of the present invention by executing programs in read-only memory (ROM) 502 and / or RAM 503. It should be noted that the programs may also be stored in one or more memories other than read-only memory (ROM) 502 and RAM 503. Processor 501 may also perform various operations of the method flow according to embodiments of the present invention by executing programs stored in said one or more memories.

[0127] According to an embodiment of the present invention, the electronic device 500 may further include an input / output (I / O) interface 505, which is also connected to a bus 504. The electronic device 500 may also include one or more of the following components connected to the input / output (I / O) interface 505: an input section 506 including a keyboard, mouse, etc.; an output section 507 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 508 including a hard disk, etc.; and a communication section 509 including a network interface card such as a LAN card, modem, etc. The communication section 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to the input / output (I / O) interface 505 as needed. A removable medium 511, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on the drive 510 as needed so that computer programs read from it can be installed into the storage section 508 as needed.

[0128] The present invention also provides a computer-readable storage medium, which may be included in the device / apparatus / system described in the above embodiments; or it may exist independently and not assembled into the device / apparatus / system. The computer-readable storage medium carries one or more programs, which, when executed, implement the method according to the embodiments of the present invention.

[0129] According to embodiments of the present invention, a computer-readable storage medium may be a non-volatile computer-readable storage medium, such as including, but not limited to: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In the present invention, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. For example, according to embodiments of the present invention, a computer-readable storage medium may include the read-only memory (ROM) 502 and / or random access memory (RAM) 503 described above and / or one or more memories other than read-only memory (ROM) 502 and random access memory (RAM) 503.

[0130] Embodiments of the present invention also include a computer program product comprising a computer program containing program code for performing the methods shown in the flowchart. When the computer program product is run on a computer system, the program code is used to cause the computer system to implement the methods provided in the embodiments of the present invention.

[0131] When the computer program is executed by the processor 501, it performs the functions defined in the system / apparatus of this invention. According to embodiments of the invention, the systems, apparatuses, modules, units, etc., described above can be implemented by computer program modules.

[0132] In one embodiment, the computer program may rely on a tangible storage medium such as an optical storage device or a magnetic storage device. In another embodiment, the computer program may also be transmitted and distributed in the form of signals over a network medium, and may be downloaded and installed via the communication section 509, and / or installed from a removable medium 511. The program code contained in the computer program can be transmitted using any suitable network medium, including but not limited to: wireless, wired, etc., or any suitable combination thereof.

[0133] In such an embodiment, the computer program can be downloaded and installed from a network via communication section 509, and / or installed from removable medium 511. When the computer program is executed by processor 501, it performs the functions defined in the system of this embodiment of the invention. According to embodiments of the invention, the systems, devices, apparatuses, modules, units, etc., described above can be implemented by computer program modules.

[0134] According to embodiments of the present invention, program code for executing the computer programs provided in the embodiments of the present invention can be written in any combination of one or more programming languages. Specifically, these computational programs can be implemented using high-level procedural and / or object-oriented programming languages, and / or assembly / machine languages. Programming languages ​​include, but are not limited to, languages ​​such as Java, C++, Python, "C", or similar programming languages. The program code can be executed entirely on the user's computing device, partially on the user's device, partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0135] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0136] Those skilled in the art will understand that the features described in the various embodiments of the present invention can be combined and / or combined in various ways, even if such combinations or combinations are not explicitly described in the present invention. In particular, the features described in the various embodiments of the present invention can be combined and / or combined in various ways without departing from the spirit and teachings of the present invention. All such combinations and / or combinations fall within the scope of the present invention.

[0137] The embodiments of the present invention have been described above. However, these embodiments are merely illustrative and not intended to limit the scope of the invention. Although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be used advantageously in combination. Various substitutions and modifications can be made by those skilled in the art without departing from the scope of the invention, and all such substitutions and modifications should fall within the scope of the invention.

Claims

1. A hybrid power control system for a vehicle, characterized in that, The control system includes: an engine, an electric motor, a diesel supply system, an ammonia supply device, an ammonia catalytic decomposition device, a fuel cell, a supercapacitor, and an energy management controller, wherein the engine is mechanically connected to the electric motor; The energy management controller is connected to the engine, the motor, the supercapacitor, and the fuel cell via a signal connection. It is used to send control commands to the engine, the motor, the supercapacitor, and the fuel cell based on the current power demand of the vehicle and the current charge of the supercapacitor, so as to control the energy distribution among the engine, the motor, the supercapacitor, and the fuel cell. The diesel supply system, the ammonia supply device, the ammonia catalytic decomposition device, the engine, and the fuel cell are connected by pipelines. The diesel supply system is used to supply diesel to the engine. The ammonia supply device is used to supply ammonia to the engine and the ammonia catalytic decomposition device respectively. The ammonia catalytic decomposition device is used to decompose the ammonia into hydrogen and supply the hydrogen to the engine and the fuel cell. The fuel cell, the supercapacitor, and the motor are connected by a circuit. The fuel cell is used to provide electrical energy to the motor according to control commands and to charge the supercapacitor. The supercapacitor is used to supply power to the motor or store the electrical energy of the fuel cell and the braking energy recovered by the motor according to the control commands of the energy management controller. The energy management controller is further used for: The current power demand of the vehicle is matched with a predetermined power threshold to obtain a power matching result; The current charge of the supercapacitor is matched with a predetermined charge threshold to obtain a charge matching result; Based on the power matching result and the energy matching result, control commands are sent to the engine, the motor, the supercapacitor, and the fuel cell; Wherein, the predetermined power threshold includes a first power threshold; the predetermined energy threshold includes a first energy threshold; The energy management controller is further configured to: when the current power demand of the vehicle is lower than the first power threshold and the engine is in a non-operating mode, power the motor with the fuel cell and the supercapacitor. When the supercapacitor's charge level is higher than the first charge threshold, the fuel cell is controlled to operate at a first predetermined power, and the supercapacitor is controlled to supply power to the motor. When the charge of the supercapacitor is lower than the first charge threshold, the fuel cell is controlled to operate at a second predetermined power, and the supercapacitor is controlled to supply power to the motor, wherein the second predetermined power is higher than the first predetermined power.

2. The control system according to claim 1, characterized in that, The predetermined power threshold includes a second power threshold; the predetermined energy threshold includes a second energy threshold; The energy management controller is further configured to: when the vehicle's current power demand is higher than a first power threshold and lower than a second power threshold: When the charge of the supercapacitor is higher than the second charge threshold, the engine is controlled to be in a non-operating mode, the fuel cell operates at a first predetermined power, and the supercapacitor supplies power to the motor. When the charge of the supercapacitor is higher than a first charge threshold and lower than a second charge threshold, the engine is controlled to be in a non-operating mode, the fuel cell operates at a second predetermined power, and the supercapacitor supplies power to the motor. When the charge of the supercapacitor is lower than a first charge threshold, the engine is controlled to operate in working mode and the motor is driven to charge the supercapacitor, and the fuel cell operates at a first predetermined power.

3. The control system according to claim 1, characterized in that, The energy management controller is also configured to: when the vehicle's current power demand is higher than a second power threshold: When the charge of the supercapacitor is higher than a first charge threshold, the engine is controlled to operate in working mode, the fuel cell operates at a first predetermined power, and the supercapacitor supplies power to the motor. When the charge of the supercapacitor is lower than a first charge threshold, the engine is controlled to operate in working mode, the fuel cell operates at a second predetermined power, and the engine and the fuel cell charge the supercapacitor.

4. The control system according to claim 1, characterized in that, The engine includes an exhaust outlet, and the fuel cell includes an exhaust outlet. The control system further includes: An electric heating device is installed on the ammonia catalytic decomposition device for heating the ammonia catalytic decomposition device; The heat exchanger assembly is connected to the exhaust port of the engine, the exhaust port of the fuel cell, and the ammonia catalytic decomposition device, respectively, and is used to keep the ammonia catalytic decomposition device warm.

5. The control system according to claim 4, characterized in that, The control system also includes a turbine and a compressor; The turbine is used to connect the exhaust port of the engine and the heat exchanger assembly to deliver the exhaust gas of the engine to the heat exchanger assembly. The compressor is connected to the engine and is used to compress air and deliver the compressed air to the engine. The compressor is also mechanically connected to the turbine for energy transfer between the turbine and the compressor.

6. The control system according to claim 1, characterized in that, The control system also includes a safety alarm device for detecting the concentration of ammonia and hydrogen leaks in the environment, and pushing alarm information to the target object when the concentration of ammonia or hydrogen leaks exceeds their respective safety concentration thresholds.

7. The control system according to claim 1, characterized in that, The control system also includes a power conversion device, which is electrically connected to the fuel cell, the supercapacitor, and the motor respectively, for realizing the conversion of electrical energy between the fuel cell, the supercapacitor, and the motor.

8. A hybrid power control method for a hybrid power control system for a vehicle according to any one of claims 1 to 7, characterized in that, The method includes: Obtain the vehicle's current power demand and the supercapacitor's current charge level; Based on the vehicle's current power demand and the supercapacitor's current charge level, control commands are sent to the engine, motor, supercapacitor, and fuel cell to control the energy distribution among them.

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