CN218934562U

CN218934562U - Ammonia-steam fusion type hybrid power system

Info

Publication number: CN218934562U
Application number: CN202222940326.5U
Authority: CN
Inventors: 王志; 刘尚; 张昊; 王巍; 蔡开源
Original assignee: Tsinghua University
Current assignee: Tsinghua University
Priority date: 2022-11-04
Filing date: 2022-11-04
Publication date: 2023-04-28
Anticipated expiration: 2032-11-04

Abstract

The utility model provides an ammonia-steam fusion type hybrid power system, which comprises: an engine formed with a combustion chamber, a first nozzle, and a second nozzle, the first nozzle and the second nozzle communicating with the combustion chamber; the fuel supply device is connected to the engine, and is used for injecting ammonia fuel into the air inlet channel through the first nozzle and injecting gasoline fuel into the combustion chamber or the air inlet channel through the second nozzle; the power generator is in transmission connection with the power battery, and the power generator is electrically connected with the power battery. According to the system provided by the utility model, the ammonia fuel and the gasoline fuel are mixed and combusted, so that on one hand, the problem of low ammonia combustion speed can be solved, on the other hand, the problem of engine knocking can be effectively solved, the combustion phase is optimized, and the thermal efficiency is improved; in addition, the fuel source is wide, the cost is low, the structure is simple to realize, the hardware requirement is low, and the combustion mode of the system can be adjusted according to the load and the ammonia/steam energy ratio.

Description

Ammonia-steam fusion type hybrid power system

Technical Field

The utility model relates to the technical field of engines, in particular to an ammonia-steam fusion type hybrid power system.

Background

Internal combustion engines are the main power sources of transportation, off-road machinery, national defense equipment and the like, but use of fossil fuels causes a large amount of CO ₂ Emissions, cause serious environmental problems. The internal combustion engine burns hydrogen, ammonia and other carbon-free fuels to be an effective way for achieving the goals of carbon peak and carbon neutralization in the traffic field. Compared with ammonia, the method has the advantages of high cost for preparing, storing and transporting hydrogen, poor safety and difficult large-scale application in the traffic field directly; while ammonia has low flame propagation speed, high minimum ignition energy, high autoignition temperature and NH ₃ And NO _X High emission and the like, and is a low-reactivity fuel.

Disclosure of Invention

The utility model provides an ammonia-steam fusion type hybrid power system, which is used for solving the defect of low efficiency when an engine burns ammonia fuel in the prior art and realizing the following effects: on one hand, the problem of low ammonia combustion speed can be solved, on the other hand, the problem of engine knocking can be effectively solved, the combustion phase is optimized, and the thermal efficiency is improved.

According to an embodiment of the utility model, an ammonia-steam fusion type hybrid power system comprises:

an engine formed with a combustion chamber, a first nozzle, and a second nozzle, the first nozzle and the second nozzle communicating with the combustion chamber;

a fuel supply device connected to the engine, the fuel supply device injecting ammonia fuel into the intake passage through the first nozzle and injecting gasoline fuel into the combustion chamber or intake passage through the second nozzle;

the power device comprises a generator and a power battery, wherein the engine is in transmission connection with the generator, and the generator is electrically connected with the power battery.

According to one embodiment of the present utility model, the ammonia vapor fusion type hybrid system further includes:

and the aftertreatment device is connected with an exhaust port of the engine, and the aftertreatment system is used for treating tail gas exhausted by the engine.

According to one embodiment of the utility model, the aftertreatment device includes an oxygen sensor mounted at an exhaust port of the engine for monitoring fuel-air equivalence ratio in real time, controlling stoichiometric combustion.

According to one embodiment of the utility model, the aftertreatment device further comprises a three-way catalytic converter for purifying CO, THC, NO in the exhaust gas _X And unburned NH ₃ 。

According to one embodiment of the present utility model, the fuel supply device includes an ammonia storage tank that is connected to the first nozzle and is used to inject ammonia fuel into the intake passage, and a gasoline storage tank that is connected to the second nozzle and is used to inject gasoline fuel into the combustion chamber or intake passage.

According to one embodiment of the utility model, the first nozzle is arranged in an air inlet channel of the engine, and ammonia fuel is mixed with air into the combustion chamber through an air inlet channel injection mode;

the second nozzle is arranged in the air inlet passage or the combustion chamber, and gasoline fuel enters the combustion chamber through an air inlet passage injection or in-cylinder direct injection mode.

According to one embodiment of the utility model, the fuel supply apparatus further comprises an ammonia catalytic hydrogen production component;

the ammonia catalytic hydrogen production component is communicated with the ammonia storage tank and the air inlet of the engine, and is used for catalytically converting ammonia fuel into mixed gas containing ammonia and hydrogen, and introducing the mixed gas containing ammonia and hydrogen into the engine for combustion.

According to one embodiment of the utility model, the ammonia catalytic hydrogen production component is heated by an electric heater, or an exhaust gas discharge pipeline is connected to an exhaust port of the engine, the exhaust gas discharge pipeline flows through the ammonia catalytic hydrogen production component, and the ammonia catalytic hydrogen production component is heated by exhaust gas waste heat in the exhaust gas discharge pipeline.

According to one embodiment of the utility model, an opening-adjustable regulating valve is arranged between the ammonia catalytic hydrogen production component and the ammonia storage tank.

According to one embodiment of the utility model, the compression ratio of the engine is not lower than 15.

According to the ammonia-steam fusion type hybrid power system provided by the embodiment of the utility model, the ammonia fuel and the gasoline fuel are mixed and combusted, so that on one hand, the problem of low ammonia combustion speed can be solved, and on the other hand, the problem of engine knocking can be effectively solved, the combustion phase is optimized, and the thermal efficiency is improved; in addition, the system has wide source of fuel, low cost, simpler structure realization and low hardware requirement, and the combustion mode of the system can be adjusted according to the load and the ammonia/steam energy ratio; further, compared with an ammonia hydrogen engine in the related art, the system does not directly use hydrogen, and the problems of high cost and poor safety of hydrogen in the processes of preparation, storage, transportation and the like are avoided.

Drawings

In order to more clearly illustrate the utility model or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the utility model, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of an ammonia-gas fusion hybrid system according to the present utility model;

FIG. 2 is a schematic diagram of a partial structure of the ammonia-gas fusion type hybrid power system provided by the utility model in a jet ignition combustion mode;

FIG. 3 is a schematic diagram of a partial structure of the ammonia-gas fusion type hybrid power system provided by the utility model in a jet flow compression ignition combustion mode;

FIG. 4 is a schematic diagram of a partial structure of an ammonia vapor fusion hybrid system provided by the present utility model in a spark-ignition combustion mode;

fig. 5 is a schematic diagram of a partial structure of an ammonia-gas fusion type hybrid power system provided by the utility model in an ignition compression ignition combustion mode.

Reference numerals:

1. an ammonia storage tank; 2. a first discharge port; 3. an ammonia pipe; 4. a regulating valve;

5. an ammonia catalytic hydrogen production component; 6. a mixed gas pipeline is modified; 7. a gasoline storage tank;

8. a second discharge port; 9. a gasoline fuel pipeline; 10. a throttle valve; 11. an air inlet channel;

12. an engine; 13. an oxygen sensor; 14. a tail gas discharge pipe; 15. a three-way catalytic converter; 16. a motor; 17. an electric drive bridge; 18. a power battery; 19. a first nozzle;

20. a second nozzle; 21. a spark plug; 22. a jet chamber;

23. jet flame; 24. a compression ignition flame; 25. the flame is ignited.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the present utility model more apparent, the technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present utility model, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

An ammonia vapor fusion type hybrid system according to an embodiment of the present utility model is described below with reference to the accompanying drawings.

As shown in fig. 1 to 5, the ammonia vapor fusion type hybrid system according to the embodiment of the utility model includes an engine 12, a fuel supply device, a generator 16, and a power battery 18.

The engine 12 is formed with a combustion chamber (not shown in the drawing), a first nozzle 19 and a second nozzle 20, the first nozzle 19 communicating with an intake passage, and the second nozzle 20 communicating with the combustion chamber (or intake passage). A fuel supply device is connected to engine 12, and injects ammonia fuel into the intake passage through a first nozzle 19 and gasoline fuel into the combustion chamber or intake passage through a second nozzle 20.

The engine 12 is drivingly connected to a generator 16, and the generator 16 is electrically connected to a power battery 18.

According to the ammonia-steam fusion type hybrid power system provided by the embodiment of the utility model, the ammonia fuel and the gasoline fuel are mixed and combusted, so that on one hand, the problem of low ammonia combustion speed can be solved, and on the other hand, the problem of knocking of the engine 12 can be effectively solved, the combustion phase is optimized, and the thermal efficiency is improved; in addition, the system has wide source of fuel, low cost, simpler structure realization and low hardware requirement, and the combustion mode of the system can be adjusted according to the load and the ammonia/steam energy ratio; further, compared with the ammonia hydrogen engine 12 in the related art, the system does not directly use hydrogen, so that the problems of high cost and poor safety of hydrogen in the processes of preparation, storage, transportation and the like are avoided.

According to some embodiments of the utility model, the fuel of the engine 12 is ammonia or a mixture of ammonia and a gasoline-based fuel. Thus, the system requires a wide source of fuel and is low in cost. For example, ammonia is mainly synthesized from nitrogen and hydrogen through a Haber-Bosch process under high temperature, high pressure and catalysis conditions, and ammonia fuel has low cost and high safety in the preparation, storage and transportation processes; gasoline-based fuels are volatile liquid fuels having an octane number greater than 80, including but not limited to gasoline, ethanol, methanol, and mixtures thereof. The gasoline can be directly arranged by utilizing the basis of the existing energy system, the ethanol can be prepared by fermenting biological raw materials containing starch, cellulose or saccharides from a wide source, and the methanol can be prepared by a synthetic method.

It will be appreciated that since ammonia is a low reactivity fuel, ammonia has a low flame propagation speed, high minimum ignition energy, high auto-ignition temperature, and NH ₃ And NO _X High emission and the like. Therefore, in combination with the current power energy system for vehicles, the engine 12 of the system can solve the problem of low ammonia combustion speed by burning ammonia fuel and gasoline fuel.

As shown in fig. 2-5, in some embodiments, the engine 12 includes a cylinder head, a block, a piston, an intake and exhaust passage, a spark plug 21, and the engine 12 may also include a jet firing chamber. The cylinder cover, the cylinder body and the piston form a closed combustion chamber; in the ammonia-steam fusion engine 12 including the jet ignition chamber, the jet ignition chamber is connected to the combustion chamber through the jet hole, and the spark plug 21 is installed in the jet chamber.

And an ECU controller is also arranged in the system, and the actuator and the sensor are respectively and electrically connected with the ECU controller. The ECU controller may control the rotational speed of the engine 12, the opening of the throttle valve 10, and the injection strategy of gasoline-based fuel and ammonia fuel, etc., based on the vehicle calibration strategy and sensor feedback signals. For example, based on the vehicle operating condition demand, the ECU controller may determine the engine 12 demand speed and load to adjust the ammonia/steam injection amount.

In some specific embodiments, the compression ratio of the engine 12 is not less than 15. Thus, the problem of high ammonia auto-ignition temperature can be solved by utilizing the high temperature and high pressure thermodynamic conditions generated by compression of the pistons of the high compression ratio engine 12.

In some embodiments, the energy content of the ammonia fuel is not less than 20% and not more than 80% of the total fuel burned by the engine 12.

According to some embodiments of the present utility model, when the effective average pressure of the engine 12 is lower than 0.7MPa, the end-mix is difficult to reach the auto-ignition temperature due to the lower in-cylinder temperature, the combustion chamber is in a propagation mode or a multi-flame-face combustion mode, and when the effective average pressure of the engine 12 is not lower than 0.7MPa, the in-cylinder temperature is higher, at which time it is inferred from the characteristics of the fuel: the combustion mode in the combustion chamber may be a spark ignition mode (as shown in fig. 4), a jet ignition mode (as shown in fig. 2), an ignition compression ignition mode (as shown in fig. 5), or a jet compression ignition mode (as shown in fig. 3).

As shown in fig. 2, the system is in a jet ignition mode, where the spark plug 21 ignites and a jet flame 23 is generated through the jet chamber 22. As shown in fig. 3, in the system in a jet compression ignition mode, a spark plug 21 fires and produces a jet flame 23 through a jet chamber 22 and forms a compression ignition flame 24 at the bottom of the combustion chamber. As shown in fig. 4, the system is in a spark ignition mode, where the spark plug 21 ignites and produces an ignition flame 25. As shown in fig. 5, in the ignition compression ignition mode of the system, the spark plug 21 ignites and produces an ignition flame 25, and the bottom of the combustion chamber forms a compression ignition flame 24.

In one embodiment of the utility model, the engine 12 may be ignited by a spark plug 21, the spark plug 21 igniting the combustible mixture in the combustion chamber. If the load of the engine 12 is not lower than 0.7MPa, when the ammonia energy ratio is more than 50% or the octane number of the gasoline fuel is more than 100, the ECU controller regulates the ignition signal to ensure that no spontaneous combustion occurs in the combustion chamber, namely a single-stage flame propagation mode is formed; in the rest of the cases, the flame propagates and compresses the combustible mixture around the combustion chamber to a high temperature and pressure state, thereby forming premixed spontaneous combustion and rapid heat release, i.e. forming an ignition compression ignition combustion mode.

In another embodiment of the present utility model, the engine 12 may be ignited by a passive jet ignition, with the spark plug 21 igniting the combustible mixture in the jet chamber 22 to form a flame kernel, and the flame entering the combustion chamber through the jet holes to form multi-flame-face combustion. If the load of the engine 12 is not lower than 0.7MPa, when the ammonia energy ratio is more than 50% or the octane number of the gasoline fuel is more than 100, the ECU controller regulates the ignition signal to ensure that no spontaneous combustion occurs in the combustion chamber, namely a multi-flame-surface propagation mode is formed; under the other conditions, the multi-flame-face combustion and the compression of the combustible mixture around the combustion chamber are carried out to a high-temperature and high-pressure state, so that premixed spontaneous combustion and rapid heat release are formed, and a jet flow compression ignition combustion mode is formed.

In conclusion, the ammonia-steam fusion type hybrid power system provided by the utility model adopts an ignition-compression ignition mode or a jet-compression ignition mode, so that the problem of flame speed reduction caused by mixing of gasoline fuel with ammonia can be solved, and the combustion isovolumetric capacity is improved. Further, the combustion mode of the engine 12 within the system may vary depending on the load and the ammonia/steam energy ratio.

According to one embodiment of the utility model, the ammonia-gas hybrid system further comprises an aftertreatment device. The aftertreatment device is coupled to an exhaust port of the engine 12, and the aftertreatment system is configured to treat exhaust gas emitted from the engine 12.

As shown in fig. 1, in one embodiment of the present utility model, the aftertreatment device includes an oxygen sensor 13, the oxygen sensor 13 being mounted at an exhaust port of the engine 12, the oxygen sensor 13 being configured to monitor the fuel-air equivalence ratio in real time and control stoichiometric combustion.

As shown in FIG. 1, in one embodiment of the present utility model, the aftertreatment device further includes a three-way catalytic converter 15, the three-way catalytic converter 15 being configured to purify CO, THC, and unburned NH in the exhaust gas ₃ And NO _X . In this way, NH can be effectively resolved by the three-way catalytic converter 15 ₃ And NO _x High emission.

Specifically, as shown in fig. 1, the aftertreatment system includes an exhaust gas emission pipe 14, an oxygen sensor 13, and a three-way catalytic converter 15, wherein the oxygen sensor 13 is installed in an exhaust pipe section between an exhaust port of the engine 12 and the three-way catalytic converter 15 for monitoring a fuel-air equivalent ratio.

As shown in fig. 1, according to one embodiment of the present utility model, the fuel supply device includes an ammonia storage tank 1 and a gasoline storage tank 7, the ammonia storage tank 1 being connected to a first nozzle 19 and used for injecting ammonia fuel into the intake passage, and the gasoline storage tank 7 being connected to a second nozzle 20 and used for injecting gasoline fuel into the combustion chamber or the intake passage.

In one embodiment of the utility model, the first nozzle 19 is mounted within the intake port 11 of the engine 12 and the ammonia fuel is injected into the combustion chamber by the intake port 11 and mixed with air.

The second nozzle 20 is installed in the intake duct 11 or the combustion chamber, and gasoline fuel is injected into the combustion chamber through the intake duct 11 or in-cylinder direct injection.

As shown in fig. 1, the fuel supply apparatus further includes an ammonia catalytic hydrogen producing component 5, according to one embodiment of the utility model.

The ammonia catalytic hydrogen production part 5 is communicated with the ammonia storage tank 1 and the air inlet of the engine 12, and the ammonia catalytic hydrogen production part 5 is used for catalytically converting ammonia fuel into mixed gas containing ammonia and hydrogen and introducing the mixed gas containing ammonia and hydrogen into the engine 12 for combustion.

In this way, the system combines the hybrid power technology, reduces the operating condition range of the ammonia-steam fusion type engine 12, works in the high-efficiency region of the engine 12, reduces the requirement of the engine 12 on the thermal response speed of the ammonia catalytic hydrogen production part 5, reduces the requirement on the conversion efficiency of the ammonia catalytic hydrogen production part 5, and reduces the requirement of the engine 12 on the ammonia/hydrogen hybrid gas dynamic response under the transient condition.

In one embodiment of the present utility model, the ammonia catalytic hydrogen producing component 5 is warmed by an electric heater, or, as shown in fig. 1, an exhaust gas discharge pipe 14 is connected to an exhaust port of the engine 12, the exhaust gas discharge pipe 14 flows through the ammonia catalytic hydrogen producing component 5, and the ammonia catalytic hydrogen producing component 5 is warmed by exhaust gas waste heat in the exhaust gas discharge pipe 14. Wherein the temperature of the ammonia catalytic hydrogen producing component 5 is not less than 500K and not more than 800K.

As shown in fig. 1, in one embodiment of the present utility model, an opening-adjustable regulating valve 4 is provided between the ammonia catalytic hydrogen producing part 5 and the ammonia storage tank 1. Thus, by adjusting the opening degree of the regulating valve 4, the ammonia supply amount of the ammonia catalytic hydrogen producing member 5 can be controlled by the ammonia storage tank 1.

An embodiment of an ammonia vapor fusion type hybrid system according to the present utility model is described below with reference to the accompanying drawings.

As shown in fig. 1 to 5, the ammonia-vapor fusion type hybrid system includes an ammonia storage tank 1, a first discharge port 2, an ammonia pipe 3, a regulating valve 4, an ammonia catalytic hydrogen production part 5, a reformed gas mixture pipe 6, a gasoline storage tank 7, a second discharge port 8, a gasoline-type fuel pipe 9, a throttle valve 10, an engine 12, an oxygen sensor 13, an exhaust gas discharge pipe 14, and a three-way catalytic converter 15.

Wherein, ammonia storage box 1 is used for storing liquid ammonia, and ammonia after the liquid ammonia volatilizees gets into the ammonia pipeline 3 that links to each other with first nozzle 19 through first bin outlet 2, and further, first bin outlet 2 position can set up the ooff valve for the switching of adjusting first bin outlet 2.

The ammonia-steam fusion type hybrid power system can be additionally provided with an ammonia catalytic hydrogen production part 5, wherein ammonia generates nitrogen and hydrogen under the condition of a nickel-based catalyst, and the ammonia catalytic hydrogen production part 5 can be heated in the system by utilizing tail gas waste heat utilization or an electric heating method. According to the opening degree of the regulating valve 4 and the different catalytic temperatures, the mixed gas of ammonia, hydrogen and nitrogen with different proportions can be obtained in the system.

The system may further comprise a storage tank capable of storing the reformed gas for storing the reformed gas at a certain pressure.

The gasoline storage tank 7 is used for storing gasoline fuel, and it should be noted that the gasoline fuel refers to liquid fuel with a research octane number greater than 80, including but not limited to gasoline, ethanol, methanol, and the like, and mixed fuel of the above fuels, and the gasoline fuel enters the cylinder through the gasoline fuel pipe 9 by using the air inlet channel 11 to inject or direct injection in the cylinder.

The engine 12 includes the necessary components of the first nozzle 19, the second nozzle 20, the spark plug 21, the cylinder head, the piston, the intake passage 11, the exhaust passage, and the like, and the engine 12 may include a jet chamber 22.

The oxygen sensor 13 measures the fuel-air equivalent ratio and feeds back to the ECU controller for the ECU to adjust the ammonia injection quantity and the gasoline fuel injection quantity and control the cylinder to burn in stoichiometric ratio; since the system is stoichiometrically combusted, the three-way catalytic converter 15 can react THC, unburned NH ₃ 、NO _X And CO, without the need for an SCR catalytic converter, simplifies the overall structure of the ammonia-steam fusion engine 12 and reduces costs.

Wherein, based on the vehicle operating condition demand, the ECU controller determines the engine 12 demand speed and load, and adjusts the ammonia/steam injection amount. Specifically, when the whole vehicle runs in a high-power output state, the energy ratio of ammonia or reformed gas is increased, and the energy ratio of gasoline fuel is reduced; when the whole vehicle runs in a medium power output state, the energy duty ratio of ammonia or reformed gas is reduced, and the energy duty ratio of gasoline fuel is improved; when the vehicle is operating in a low power output state, the engine 12 cannot operate in a high efficiency region and the power battery 18 is directly powered. In addition, when the whole vehicle runs in a medium-high output state, the engine 12 can directly drag the motor 16 to rotate, and the electric energy generated by the motor 16 directly charges the power battery 18.

The ECU controller may also determine the operating condition demand of the engine 12 based on the overall vehicle power output. The ECU controller also stores ammonia (or ammonia reformed gas) and gasoline fuel injection strategies calibrated according to the rotational speed and power of the engine 12, and at this time, the ECU controller can determine the respective injection amounts of the two types of fuel according to the operating condition requirements of the engine 12.

The power cell 18 may be connected to an electrical heating wire in the ammonia catalytic hydrogen producing component 5. The ECU controller controls the power battery 18 to output the power of the ammonia catalytic hydrogen producing component 5 according to the operating condition demand of the engine 12, and the output power increases as the speed and load of the engine 12 decreases.

Specifically, the working process of the ammonia-steam fusion type hybrid power system is as follows: in the intake stroke, the first nozzle 19 injects ammonia or ammonia reformed gas into the intake passage 11 to form a lean mixture; the gasoline fuel can be injected in the air inlet passage 11 in the air inlet stroke and mixed with ammonia or ammonia reformed gas and fresh air to form a mixed gas with the equivalent ratio of 1 to enter the cylinder, or the gasoline fuel can be injected in the air inlet stroke and the compression stroke in the cylinder and form a combustible mixed gas with the overall equivalent ratio of 1 in the cylinder in the middle and later stages of compression; when the piston moves to compression top dead center, the ECU controller sends an ignition signal and the spark plug 21 ignites. The burned gas in the combustion chamber expands and pushes the piston to move downwards, and the crankshaft is driven to rotate through the connecting rod to output power.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present utility model, and are not limiting; although the utility model has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present utility model.

Claims

1. An ammonia-gas fusion hybrid system, comprising:

the engine is provided with a combustion chamber, a first nozzle, a second nozzle, an air inlet passage and an air exhaust passage, wherein the first nozzle is communicated with the air inlet passage, and the second nozzle is communicated with the combustion chamber;

a fuel supply device connected to the engine, the fuel supply device injecting ammonia fuel into the intake passage through the first nozzle and injecting gasoline fuel into the intake passage or combustion chamber through the second nozzle;

2. The ammonia vapor fusion hybrid system according to claim 1, further comprising:

and the aftertreatment device is connected with an exhaust port of the engine and is used for treating tail gas exhausted by the engine.

3. The ammonia-gas fusion hybrid system of claim 2, wherein the aftertreatment device includes an oxygen sensor mounted at an exhaust port of the engine for real-time monitoring of fuel-air equivalence ratio and control of stoichiometric combustion.

4. The ammonia-gas fusion hybrid system according to claim 2, wherein the aftertreatment device further comprises a three-way catalytic converter for purifying CO, THC, unburned NH in the exhaust gas ₃ And NO _X 。

5. The ammonia-gas hybrid system according to claim 1, wherein the fuel supply device includes an ammonia storage tank that is connected to the first nozzle and is used for injecting ammonia fuel into the intake passage, and a gasoline storage tank that is connected to the second nozzle and is used for injecting gasoline fuel into the combustion chamber or intake passage.

6. The hybrid system of claim 5, wherein the first nozzle is mounted in an intake port of the engine, and ammonia fuel is mixed with air into the combustion chamber by port injection;

7. The ammonia vapor fusion hybrid system of claim 5, wherein the fuel supply device further comprises an ammonia catalytic hydrogen production component;

the ammonia catalytic hydrogen production component is communicated with the ammonia storage tank and the air inlet of the engine, and is used for catalytically converting ammonia fuel into mixed gas containing ammonia and hydrogen and introducing the mixed gas containing ammonia and hydrogen into the engine for combustion.

8. The hybrid system of claim 7, wherein the ammonia catalytic hydrogen production component is warmed by an electric heater, or wherein an exhaust port of the engine is connected with an exhaust gas discharge pipeline, the exhaust gas discharge pipeline flows through the ammonia catalytic hydrogen production component, and the ammonia catalytic hydrogen production component is warmed by exhaust gas waste heat in the exhaust gas discharge pipeline.

9. The ammonia vapor fusion type hybrid power system according to claim 7, wherein an opening degree adjustable regulating valve is arranged between the ammonia catalytic hydrogen production component and the ammonia storage tank.

10. The ammonia-gas fusion type hybrid system according to any one of claims 1 to 9, wherein a compression ratio of the engine is not lower than 15.