Hybrid vehicle exhaust system energy storage method, device, equipment and storage medium

Abstract

The application discloses a hybrid vehicle exhaust system energy storage method, device, equipment and storage medium, relates to the waste heat recycling technical field, and comprises the following steps: adjusting the opening of an electrically-controlled shunt adjusting valve according to the operation mode of a hybrid vehicle, so as to control the exhaust flow that is shunted from a main exhaust pipeline into an energy recovery branch; the exhaust that enters the energy recovery branch flows through phase change heat storage modules and thermoelectric modules arranged in series in sequence to recover energy; and the exhaust that has undergone energy recovery is returned to the main exhaust pipeline through a return main pipeline on the energy recovery branch. The electrically-controlled shunt adjusting valve is arranged at the inlet of the energy recovery branch, and the energy recovery branch is connected in parallel with the main exhaust pipeline of the hybrid vehicle. Through the closed return branch design, the gradient double energy storage structure and the adaptive regulation and control of the hybrid working condition, the application realizes efficient capture and long-term storage of exhaust waste heat, and reduces the engine cold start energy consumption and the vehicle fuel consumption.

Description

Technical Field

[0001] This application relates to the field of waste heat recovery and utilization technology, specifically to a method, device, equipment and storage medium for energy storage in the exhaust system of a hybrid vehicle. Background Technology

[0002] With increasingly stringent global energy conservation and emission reduction policies and the rapid expansion of the hybrid vehicle market, how to further improve the overall energy efficiency of hybrid vehicles has become a focus of industry attention. Hybrid vehicles, thanks to the coordinated drive of the engine and electric motor, have achieved significant optimizations in energy consumption and emissions compared to traditional fuel vehicles. However, due to the intermittent operation of the engine, frequent start-stop cycles, fragmented operating time, and discontinuous exhaust heat output, a large amount of exhaust heat cannot be effectively recovered and utilized.

[0003] In related technologies, existing energy recovery schemes for automotive exhaust systems are mostly designed for continuous exhaust conditions of traditional fuel vehicles. They typically use direct-exhaust energy recovery branches, where the diverted exhaust gas is directly emitted without purification, which cannot meet emission regulations. Furthermore, the energy storage form is singular, only realizing the separate recovery of thermal or electrical energy, resulting in low energy utilization. At the same time, the addition of recovery devices often leads to an increase in exhaust back pressure, interfering with the normal operation of the engine and the power distribution logic of the hybrid system.

[0004] However, none of the above-mentioned existing solutions can adapt to the complex operating conditions unique to hybrid vehicles, such as intermittent engine operation and pure electric driving. They fail to solve the problems of delayed cabin heating caused by the lack of exhaust waste heat in pure electric mode, the need to consume high-voltage battery power for heating, and the resulting significant reduction in pure electric range. They also cannot cope with the increased thermal energy consumption caused by frequent engine cold starts, and lack a dedicated control strategy for hybrid operating conditions to achieve long-term storage and on-demand release of waste heat. Summary of the Invention

[0005] This application provides a method, device, equipment, and storage medium for energy storage in the exhaust system of a hybrid vehicle, which can solve the technical problems existing in the prior art, such as the inefficient recovery of exhaust waste heat caused by intermittent engine operation, insufficient heating in pure electric mode, high energy consumption during engine cold start, and direct exhaust gas discharge and excessive exhaust back pressure.

[0006] In a first aspect, embodiments of this application provide a method for energy storage in a hybrid vehicle exhaust system, the method comprising: The opening of the electronically controlled diversion valve is adjusted according to the operating mode of the hybrid vehicle to control the flow rate of exhaust gas diverted from the main exhaust pipe into the energy recovery branch. The exhaust gas entering the energy recovery branch flows sequentially through the phase change thermal storage module and the thermoelectric power generation module arranged in series for energy recovery. The exhaust gas after energy recovery flows back to the main exhaust pipe through the return main pipe on the energy recovery branch; The electronically controlled diversion regulating valve is located at the inlet of the energy recovery branch, which is connected in parallel with the main exhaust pipe of the hybrid vehicle.

[0007] Furthermore, in one embodiment, adjusting the opening of the electronically controlled diversion valve according to the hybrid vehicle's operating mode to control the exhaust gas flow rate diverted from the main exhaust pipe into the energy recovery branch specifically includes: When a hybrid vehicle is in engine direct drive mode or hybrid drive mode, the opening of the electronically controlled diversion valve is adjusted according to engine speed, engine load or exhaust temperature to control the flow rate of exhaust gas diverted from the main exhaust pipe into the energy recovery branch. When the hybrid vehicle is in pure electric driving mode or engine off mode, the electronically controlled diversion valve is completely closed.

[0008] Furthermore, in one embodiment, adjusting the opening of the electronically controlled flow divider valve according to engine speed, engine load, or exhaust temperature specifically includes: When engine speed, engine load, or exhaust temperature increases, the proportion of exhaust gas entering the energy recovery branch is increased by increasing the opening of the electronically controlled diversion regulating valve. When engine speed, engine load, or exhaust temperature decreases, the proportion of exhaust gas entering the energy recovery branch is reduced by decreasing the opening of the electronically controlled diversion regulating valve.

[0009] Furthermore, in one embodiment, energy recovery from the waste gas flow through the phase change thermal storage module specifically includes: The waste gas in the energy recovery branch flows into the phase change thermal storage module. The phase change material in the phase change thermal storage module absorbs the heat from the waste gas and changes from solid to liquid. The heat energy in the waste gas is absorbed and stored through solid-liquid phase change.

[0010] Furthermore, in one embodiment, the energy recovery of the waste gas flow through the thermoelectric power generation module specifically includes: When the exhaust gas flows through the energy recovery branch, a temperature difference is formed between the pipe wall of the energy recovery branch and the outside. The thermoelectric power generation module converts the heat in the exhaust gas into electrical energy based on the Seebeck effect.

[0011] Furthermore, in one embodiment, the method further includes: The system monitors the exhaust back pressure and exhaust emission data of the main exhaust pipe in real time. When the exhaust back pressure exceeds the preset threshold or the exhaust emission data is abnormal, the system reduces the opening of the electronically controlled diversion valve or completely closes the electronically controlled diversion valve.

[0012] Furthermore, in one embodiment, the method further includes stored energy release control: The stored energy release control specifically includes: When the vehicle is in a cold start or pure electric driving state and there is a heating demand, the phase change material in the phase change heat storage module is controlled to change from liquid to solid state, releasing the stored heat, and the released heat is used to preheat the engine or heat the cab. When the load on the vehicle's electrical appliances exceeds the set threshold or the engine is idling and the power supply to the vehicle's electrical appliances is insufficient, the electrical energy generated by the thermoelectric generator module is used to power the vehicle's electrical appliances.

[0013] Secondly, embodiments of this application also provide an energy storage device for a hybrid vehicle exhaust system, the device being configured to perform the method as described in any of the above embodiments, the device comprising: The exhaust main pipeline is used to discharge the exhaust gases produced by the engine of a hybrid vehicle; An energy recovery branch is connected in parallel with the main exhaust pipe and has no independent atmospheric exhaust outlet; An electrically controlled diversion regulating valve is installed at the inlet of the energy recovery branch; The phase change thermal energy storage module is located upstream of the energy recovery branch and is used to absorb the heat of the diverted waste gas and store it in the form of latent heat of phase change. Thermoelectric power generation module, which is connected in series with phase change thermal storage module on energy recovery branch and located downstream of phase change thermal storage module, is used to generate electricity by utilizing the temperature difference between the pipe wall of energy recovery branch and the external environment. The return main pipeline, located at the end of the energy recovery branch, is used to guide the exhaust gas after energy recovery back to the exhaust main pipeline. The vehicle's all-in-one controller is connected to the electronically controlled diverter valve via signal connection.

[0014] Furthermore, in one embodiment, a one-way check valve is provided at the end of the return main pipeline.

[0015] Furthermore, in one embodiment, the phase change thermal storage module is filled with carbonate-based high-temperature composite phase change material, the phase change thermal storage module is wrapped with a thermal insulation layer, and heat exchange fins are provided inside the phase change thermal storage module.

[0016] Furthermore, in one embodiment, the thermoelectric power generation module uses a bismuth telluride-based semiconductor thermoelectric power generation chip. The hot end of the thermoelectric power generation chip is in close contact with the pipe wall of the energy recovery branch, and the cold end of the thermoelectric power generation chip is connected to a heat dissipation fin, which is in communication with the outside air.

[0017] Furthermore, in one embodiment, the phase change thermal storage module is connected to the heat-using module of the hybrid vehicle, the heat-using module including an air conditioning heating system and an engine warm-up system, and the thermoelectric power generation module is electrically connected to the on-board low-voltage auxiliary battery of the hybrid vehicle.

[0018] Furthermore, in one embodiment, the return main pipeline at the end of the energy recovery branch is located upstream of the three-way catalytic converter.

[0019] Thirdly, embodiments of this application also provide a hybrid vehicle exhaust system energy storage device, the hybrid vehicle exhaust system energy storage device including a processor, a memory, and a hybrid vehicle exhaust system energy storage program stored in the memory and executable by the processor, wherein when the hybrid vehicle exhaust system energy storage program is executed by the processor, it implements the steps of the hybrid vehicle exhaust system energy storage method as described in any of the above embodiments.

[0020] Fourthly, embodiments of this application also provide a computer-readable storage medium, characterized in that the computer-readable storage medium stores a hybrid vehicle exhaust system energy storage program, wherein when the hybrid vehicle exhaust system energy storage program is executed by a processor, it implements the steps of the hybrid vehicle exhaust system energy storage method as described in any one of claims 1 to 7.

[0021] The beneficial effects of the technical solutions provided in this application include: This application involves setting up an energy recovery branch in parallel with the main exhaust pipe of a hybrid vehicle, without an independent atmospheric emission outlet. An electronically controlled diversion regulating valve is installed at the inlet of the energy recovery branch. The opening of the valve is controlled based on the hybrid vehicle's operating mode to regulate the diverted exhaust gas flow rate. The diverted exhaust gas flows sequentially through a phase change thermal storage module and a thermoelectric power generation module arranged in series for phase change thermal storage and thermoelectric power generation. After energy recovery, the exhaust gas returns to the exhaust main pipe via a return main pipe and mixes with the original exhaust gas. After purification by a three-way catalytic converter, it is discharged into the atmosphere. Through the above technical solution, on the one hand, the phase change heat storage module is used to store the heat energy in the exhaust gas, overcoming the problem that the waste heat of exhaust gas cannot be continuously utilized in the intermittent working mode of the hybrid vehicle engine, and avoiding the energy waste caused by the direct emission of exhaust gas heat. On the other hand, the waste heat of exhaust gas is converted into electrical energy through the thermoelectric power generation module, realizing the cascade utilization of exhaust gas heat energy. At the same time, the energy recovery branch has no independent atmospheric exhaust port and the exhaust gas is still purified by the three-way catalytic converter after recirculation, which solves the problem of insufficient heating caused by the engine being shut off in pure electric driving mode, improves the energy utilization efficiency of the whole vehicle, and avoids significant impact on exhaust back pressure. Attached Figure Description

[0022] Figure 1 This is a schematic flowchart of an embodiment of the energy storage method for a hybrid vehicle exhaust system according to this application; Figure 2 This is a schematic diagram of the hardware structure of the energy storage device for the exhaust system of a hybrid vehicle involved in the embodiments of this application. Detailed Implementation

[0023] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0024] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0025] In a first aspect, embodiments of this application provide a method for energy storage in the exhaust system of a hybrid vehicle.

[0026] In one embodiment, reference is made to Figure 1 , Figure 1 This is a schematic flowchart illustrating an embodiment of the energy storage method for a hybrid vehicle exhaust system according to this application. Figure 1 As shown, the energy storage method for the exhaust system of a hybrid vehicle includes the following steps: S1: Adjust the opening of the electronically controlled diversion regulating valve 3 according to the operating mode of the hybrid vehicle to control the flow rate of exhaust gas diverted from the main exhaust pipe 1 into the energy recovery branch 2. S2: The exhaust gas entering the energy recovery branch 2 flows sequentially through the phase change thermal storage module 8 and the thermoelectric power generation module 9 arranged in series to recover energy. S3: The exhaust gas after energy recovery flows back to the main exhaust pipe 1 through the return main pipe 6 on the energy recovery branch 2; The electronically controlled diversion regulating valve 3 is located at the inlet of the energy recovery branch 2, which is connected in parallel with the main exhaust pipe 1 of the hybrid vehicle.

[0027] This embodiment provides a method for energy storage in the exhaust system of a hybrid vehicle. Energy storage is achieved by connecting a closed energy recovery branch 2 without an independent exhaust port in parallel to the main exhaust pipe 1 upstream of the three-way catalytic converter, and by setting an electronically controlled diversion regulating valve 3 at the inlet of the branch, which is controlled by the vehicle's all-in-one controller 4.

[0028] Specifically, the opening of the electronically controlled diversion valve 3 is automatically adjusted according to the vehicle's current operating mode (e.g., engine direct drive, hybrid drive, or pure electric driving) and parameters such as exhaust temperature and load, thereby precisely controlling the flow rate of high-temperature exhaust gas diverted from the main exhaust pipe 1 into the energy recovery branch 2. In pure electric mode, the valve can be completely closed to achieve bidirectional isolation between the gas path and heat.

[0029] Subsequently, the exhaust gas entering branch 2 flows sequentially through the phase change thermal storage module 8 and the thermoelectric power generation module 9 arranged in series. The high-temperature exhaust gas is first stored by the phase change thermal storage module 8 through the latent heat of solid-liquid phase change of carbonate-based phase change material. After cooling, the exhaust gas is then converted into DC power by the thermoelectric power generation module 9 based on the Seebeck effect and stored in the low-voltage auxiliary battery 11, realizing the cascade dual recovery of thermal energy and electrical energy.

[0030] Finally, the exhaust gas that has completed energy recovery is re-entered into the main exhaust pipe 1 through the return main pipe 6 at the end of branch 2, and enters the three-way catalytic converter 5 together with the exhaust gas from the main pipe for purification before being discharged. Throughout the process, through the closed-loop control of adaptive diversion under operating conditions, cascade energy storage, and closed-loop recirculation, the efficient capture, long-term storage, and on-demand release of intermittent exhaust waste heat of hybrid vehicles are achieved while avoiding direct discharge of branch exhaust gas and controlling exhaust back pressure.

[0031] Furthermore, in one embodiment, adjusting the opening of the electronically controlled diversion valve 3 according to the hybrid vehicle's operating mode to control the exhaust gas flow rate diverted from the main exhaust pipe 1 into the energy recovery branch 2 specifically includes: When the hybrid vehicle is in engine direct drive mode or hybrid drive mode, the opening of the electronically controlled diversion valve 3 is adjusted according to the engine speed, engine load, or exhaust temperature to control the flow of exhaust gas diverted from the main exhaust pipe 1 into the energy recovery branch 2. When the engine speed, engine load, or exhaust temperature increases, the opening of the electronically controlled diversion valve 3 is increased to increase the proportion of exhaust gas entering the energy recovery branch 2. When the engine speed, engine load, or exhaust temperature decreases, the opening of the electronically controlled diversion valve 3 is decreased to reduce the proportion of exhaust gas entering the energy recovery branch 2.

[0032] When the hybrid vehicle is in pure electric driving mode or engine off mode, the electronically controlled diversion regulating valve 3 is completely closed.

[0033] In this embodiment, when the hybrid vehicle is in engine direct drive mode or hybrid drive mode, the vehicle's all-in-one controller 4 collects operating parameters such as engine speed, engine load, and exhaust temperature in real time, and dynamically adjusts the opening of the electronically controlled flow control valve 3 accordingly. Specifically, the flow ratio is increased under high temperature and high load conditions, and decreased under idling and low load conditions, thereby maximizing the capture of high-temperature intermittent exhaust waste heat while ensuring normal exhaust back pressure of the engine.

[0034] When the vehicle is in pure electric driving mode or engine off mode, the vehicle multi-in-one controller 4 controls the electronically controlled diversion regulating valve 3 to completely close, completely cutting off the connection between the energy recovery branch 2 and the main exhaust pipe 1, realizing bidirectional isolation between the air path and heat. This not only prevents the exhaust gas from flowing back into the branch, but also prevents the loss of residual heat in the branch. It effectively solves the industry pain point that hybrid vehicles have no exhaust waste heat in pure electric mode and require high-voltage battery power for heating. This enables the entire energy storage method to achieve efficient diversion and tiered recovery of waste heat under all working conditions and adaptively.

[0035] Furthermore, in one embodiment, energy recovery from the waste gas flow through the phase change thermal storage module 8 specifically includes: The waste gas in the energy recovery branch 2 flows into the phase change thermal storage module 8. The phase change material in the phase change thermal storage module 8 absorbs the heat of the waste gas and changes from solid to liquid. The heat energy in the waste gas is absorbed and stored through solid-liquid phase change.

[0036] In this embodiment, when the high-temperature exhaust gas enters the closed energy recovery branch 2 through the electronically controlled diversion regulating valve 3, it first flows into the phase change heat storage module 8 arranged in the high-temperature area upstream of the branch. The module is filled with carbonate-based high-temperature composite phase change material with a phase change temperature range of 350℃-550℃, wrapped with multiple layers of high-temperature resistant insulation, and equipped with heat exchange fins to enhance heat exchange. When the heat from the exhaust gas is transferred to the phase change material, the phase change material absorbs the heat energy in the exhaust gas and changes from solid to liquid. Through the solid-liquid phase change process, a large amount of latent heat is locked inside the material, achieving constant temperature and high-density storage of high-temperature heat energy. The insulation layer effectively suppresses heat loss, allowing the intermittent exhaust waste heat of the engine to be preserved in a long-term sealed manner. The stored heat energy can be released by the liquid phase change material during subsequent cold starts of the vehicle or heating during pure electric driving, providing warm air for engine warm-up and the cab, thereby reducing engine warm-up energy consumption and avoiding the high-voltage battery power consumption for heating in pure electric mode, realizing a closed loop of waste heat storage and on-demand release.

[0037] Furthermore, in one embodiment, energy recovery from the waste gas flow through the thermoelectric power generation module 9 specifically includes: When the exhaust gas flows through the energy recovery branch 2, a temperature difference is formed between the pipe wall of the energy recovery branch 2 and the outside. The thermoelectric power generation module 9 converts the heat in the exhaust gas into electrical energy based on the Seebeck effect.

[0038] In this embodiment, after the high-temperature exhaust gas completes latent heat storage and cooling through the phase change thermal storage module 8, it continues to flow along the energy recovery branch 2 to the thermoelectric power generation module 9, which is closely connected in series in the downstream mid-temperature region. This module uses a bismuth telluride-based high-temperature semiconductor thermoelectric generator, with its hot end in close contact with the branch pipe wall to absorb the waste heat of the exhaust gas, and its cold end connected to the heat dissipation fins to communicate with the outside air, thereby forming a stable temperature difference of about 200°C between the branch pipe wall and the outside. Based on the Seebeck effect, the semiconductor thermoelectric generator directly converts the mid-temperature thermal energy in the exhaust gas into DC power under the drive of this temperature difference. After being processed by the DC voltage regulator module, it is stored in the low-voltage auxiliary battery 11 of the hybrid vehicle, such as 12V / 48V. Thus, after completing the first recovery of high-temperature phase change thermal storage, the mid-temperature waste heat is converted into electricity to supplement the vehicle's low-voltage power demand, reduce the engine's idling power generation load, and together with the upstream phase change thermal storage, form a cascade dual energy storage system of high-temperature thermal storage and mid-temperature power generation, maximizing the utilization rate of exhaust waste heat.

[0039] Furthermore, in one embodiment, the energy storage method for the hybrid vehicle exhaust system further includes real-time monitoring of the exhaust back pressure and exhaust emission data of the main exhaust pipe 1. When the exhaust back pressure exceeds a preset threshold or the exhaust emission data is abnormal, the opening of the electronically controlled diversion regulating valve 3 is reduced or the electronically controlled diversion regulating valve 3 is completely closed.

[0040] In this embodiment, a closed-loop protection mechanism for exhaust back pressure and emission anomalies is further introduced. Sensors monitor the exhaust back pressure of the main exhaust pipe 1 and the exhaust emission data before and after the three-way catalytic converter 5 in real time, comparing the monitoring results with preset thresholds. When the exhaust back pressure of the main exhaust pipe 1 exceeds the preset threshold, it indicates that the diverted exhaust gas is interfering with the normal exhaust of the engine. The vehicle's multi-function controller 4 then issues a command to reduce the opening of the electronically controlled diversion valve 3, thereby lowering the diversion ratio (e.g., by 5%) to reduce the impact of the energy recovery branch 2 on the smoothness of the main exhaust. If abnormal exhaust emission data is detected, or the back pressure continues to rise to a higher risk level, the electronically controlled diversion valve 3 is completely closed, suspending the waste heat recovery process. This ensures that all exhaust gas directly enters the three-way catalytic converter 5 for purification via the main exhaust pipe 1, prioritizing the normal operation of the engine and ensuring that exhaust emissions fully comply with national standards. This closed-loop regulation logic enables the entire energy storage method to achieve a dynamic balance between efficient waste heat recovery and stable operation of the power system. It avoids the recovery device from increasing exhaust back pressure and interfering with the hybrid system's power distribution logic, while ensuring OBD diagnostic compliance and eliminating the risk of exceeding emission standards, thereby achieving closed-loop stable operation under all operating conditions.

[0041] Furthermore, in one embodiment, the hybrid vehicle exhaust system energy storage method further includes stored energy release control, which specifically includes: When the vehicle is in a cold start or pure electric driving condition and there is a heating demand, the phase change material in the phase change heat storage module 8 is controlled to change from liquid to solid, releasing the stored heat, and the released heat is used for engine preheating or cab heating. When the load on the vehicle's electrical appliances exceeds the set threshold or the engine is idling and the power supply to the vehicle's electrical appliances is insufficient, the electrical energy generated by the thermoelectric generator module 9 is used to power the vehicle's electrical appliances.

[0042] Based on the aforementioned closed-loop diversion-cascade energy storage-closed-loop return architecture, this embodiment further clarifies the on-demand release control logic of the stored energy, enabling the energy stored in the phase change thermal storage module 8 and the thermoelectric power generation module 9 to be accurately utilized under appropriate operating conditions.

[0043] When the vehicle is in cold start or pure electric driving mode and the cab requires heating, the vehicle's all-in-one controller 4 actively activates the heat release process of the phase change heat storage module 8. The carbonate-based phase change material inside the module re-solidifies from a liquid state to a solid state, releasing a large amount of latent heat stored previously through a solid-liquid phase change. This heat energy is transferred to the engine preheating circuit and the cab heating core through the heat exchange circuit. On the one hand, this significantly shortens the engine's cold start warm-up time and reduces warm-up fuel consumption. On the other hand, in pure electric mode, it directly uses waste heat for heating, fundamentally avoiding the consumption of high-voltage battery power by power-consuming heating, thereby significantly extending the pure electric driving range. When the load of the vehicle's electrical appliances exceeds the set threshold or the engine's power generation is insufficient to meet the power needs of the vehicle's electronic control system, lights, air conditioning, and other electrical appliances due to idling, the electrical energy previously converted and stored in the 12V / 48V low-voltage auxiliary battery 11 by the thermoelectric generator module 9 is used to supplement the power supply to the vehicle's electrical appliances and reduce the engine's idling power generation load. The entire release process follows a coordinated control strategy that prioritizes thermal energy to meet heating and warm-up needs, and uses electrical energy to supplement the vehicle's low-voltage power consumption. This maximizes the utilization of exhaust waste heat captured during intermittent engine operation, specifically addressing industry pain points such as insufficient heating in pure electric mode and high energy consumption due to frequent engine cold starts. Ultimately, it achieves a comprehensive and beneficial effect, including approximately 12% improvement in pure electric mode heating range in winter, approximately 30% reduction in engine cold start time, and approximately 6.5% reduction in overall vehicle fuel consumption.

[0044] In the hybrid vehicle exhaust system energy storage method of this application, the vehicle all-in-one controller acts as the central decision-making hub. By identifying the vehicle's power output mode in real time (such as engine direct drive, hybrid drive, pure electric driving, or engine off), and combining multi-dimensional operating condition information such as exhaust back pressure, exhaust emission data, engine warm-up demand, cab heating demand, and vehicle power demand, it dynamically calculates and adjusts the opening of the electronically controlled diversion regulating valve. This adaptively controls the diversion ratio of high-temperature exhaust gas to the closed energy recovery branch under all operating conditions, guiding the exhaust gas to flow sequentially through the phase change thermal storage module and the thermoelectric power generation module to complete the cascade dual storage of thermal energy and electrical energy. At the same time, when needed, the stored energy is released in sequence for engine preheating, cab heating, or power supply to vehicle electrical appliances. Ultimately, it realizes the intelligent capture, long-term storage, and on-demand utilization of intermittent exhaust waste heat of hybrid vehicles, while taking into account both engine exhaust smoothness and exhaust emission compliance.

[0045] Secondly, embodiments of this application also provide an energy storage device for a hybrid vehicle exhaust system, the device being configured to perform the method as described in any of the above embodiments, the device comprising: Exhaust main line 1 is used to discharge exhaust gases produced by the hybrid vehicle engine; Energy recovery branch 2 is connected in parallel with the exhaust main branch 1 and has no independent atmospheric exhaust port; An electrically controlled diversion regulating valve 3 is installed at the inlet of the energy recovery branch 2; Phase change thermal energy storage module 8 is located upstream of energy recovery branch 2 and is used to absorb the heat of diverted waste gas and store it in the form of latent heat of phase change. Thermoelectric module 9 is connected in series with phase change thermal storage module 8 on energy recovery branch 2 and is located downstream of phase change thermal storage module 8. It is used to generate electricity by utilizing the temperature difference between the pipe wall of energy recovery branch 2 and the external environment. The return main pipeline 6, located at the end of the energy recovery branch pipeline 2, is used to guide the exhaust gas after energy recovery back to the exhaust main pipeline 1. The vehicle multi-function controller 4 is connected to the electronically controlled diversion valve 3 via signal connection.

[0046] This embodiment provides an energy storage device for a hybrid vehicle exhaust system. In this device, the main exhaust pipe 1 serves as the basic exhaust passage, discharging exhaust gases generated by the hybrid vehicle engine and delivering them to the three-way catalytic converter 5 for purification. An energy recovery branch pipe 2 is connected in parallel to the main exhaust pipe 1 upstream of the three-way catalytic converter 5. This branch pipe does not have a separate atmospheric exhaust port, ensuring that all diverted exhaust gases ultimately return to the main pipe, are purified by the three-way catalytic converter, and are then discharged, meeting emission regulations. An electronically controlled diversion regulating valve 3 is located at the inlet of the energy recovery branch pipe 2, serving as a gas path switch for waste heat recovery and a flow regulation actuator. Along the flow direction of the exhaust gas in the branch, an upstream phase change thermal energy storage module 8 is arranged, filled with carbonate-based high-temperature composite phase change material to absorb the heat of the high-temperature diverted exhaust gas and store it in high density in the form of solid-liquid phase change latent heat. Downstream, a thermoelectric power generation module 9 is arranged in series, which uses bismuth telluride-based semiconductor thermoelectric power generation chip. The hot end is close to the branch pipe wall to absorb medium-temperature waste heat, and the cold end is connected to the outside air through heat dissipation fins. Based on the Seebeck effect, it uses the temperature difference between the pipe wall and the external environment to generate electricity, thereby realizing a cascade dual energy storage of high-temperature thermal energy storage and medium-temperature electrical energy conversion. The return main pipeline 6 is located at the end of the energy recovery branch 2. The exhaust gas after energy recovery is guided back to the exhaust main pipeline 1 through a one-way check valve 7 to prevent backflow of exhaust gas from the main pipeline. The vehicle multi-function controller 4 is connected to the electronically controlled diversion valve 3 via signal. As a central decision-making unit, it is configured to identify the vehicle's power output mode and, in conjunction with comprehensive operating conditions such as exhaust back pressure, emission data, engine warm-up requirements, heating requirements, and vehicle power consumption, dynamically adjust the opening of the electronically controlled diversion valve 3 to control the amount of diverted exhaust gas. At the same time, it regulates the on-demand release of energy stored in the phase change heat storage module 8 and the thermoelectric power generation module 9. This allows the entire device to achieve efficient capture, long-term storage, and adaptive utilization of intermittent exhaust waste heat from hybrid vehicles in a closed-loop parallel, tiered energy storage, and closed-loop control physical form.

[0047] Furthermore, in one embodiment, the phase change thermal storage module 8 is filled with carbonate-based high-temperature composite phase change material, the phase change thermal storage module 8 is wrapped with a thermal insulation layer, and heat exchange fins are provided inside the phase change thermal storage module 8.

[0048] In this embodiment, the phase change thermal energy storage module 8 serves as the primary energy storage core for high-temperature waste heat in the device. The module is filled with a carbonate-based high-temperature composite phase change material. The phase change temperature range of this material is adapted to the high-temperature operating conditions (350℃-550℃) of hybrid vehicle exhaust. When high-temperature exhaust flows through, the phase change material absorbs the heat from the exhaust gas and transforms from a solid to a liquid state. Through the latent heat of the solid-liquid phase change, a large amount of thermal energy is stored in a high-density and constant-temperature manner. The module is equipped with heat exchange fins, which are in full contact with the phase change material, greatly enhancing the heat exchange efficiency between the exhaust gas and the phase change material. This allows the heat from the exhaust gas to be quickly and fully transferred to the phase change material, improving the thermal energy storage response speed. The module is wrapped with a thermal insulation layer, which effectively inhibits the loss of stored heat to the external environment. This allows the waste heat captured by the intermittent exhaust of the engine to be preserved in a long-term sealed manner. This ensures that when the vehicle has a heating requirement during subsequent cold starts or pure electric driving, the phase change material can be solidified from a liquid state back to a solid state and release a large amount of latent heat for engine preheating or cabin heating.

[0049] Furthermore, in one embodiment, the thermoelectric power generation module 9 adopts a bismuth telluride-based semiconductor thermoelectric power generation chip. The hot end of the thermoelectric power generation chip is in close contact with the pipe wall of the energy recovery branch 2, and the cold end of the thermoelectric power generation chip is connected to a heat dissipation fin, which is in communication with the outside air.

[0050] In this embodiment, the thermoelectric power generation module 9 uses a bismuth telluride-based semiconductor thermoelectric power generation chip, which is arranged on the energy recovery branch 2 downstream of the phase change thermal storage module 8. The hot end of the power generation chip is in close contact with the pipe wall of the energy recovery branch 2, directly absorbing the medium-temperature waste heat transferred by the exhaust gas, which still has a considerable temperature after being cooled by the phase change thermal storage module 8, so that the hot end is maintained at a relatively high temperature. The cold end of the power generation chip is connected to a heat dissipation fin, and the heat dissipation fin is connected to the outside air. The heat of the cold end is dissipated to the atmosphere through natural convection or forced air cooling, thereby establishing a stable temperature difference of about 200°C between the hot end and the cold end of the power generation chip. Based on the Seebeck effect, the thermoelectric generator directly converts the mid-temperature waste heat of the exhaust gas into DC power under the temperature difference drive. After voltage stabilization, the power is stored in the 12V / 48V low-voltage auxiliary battery 11 of the hybrid vehicle. This structural design enables the thermoelectric generator module 9 and the upstream phase change thermal energy storage module 8 to form a cascade dual energy storage synergy of "high temperature thermal storage and mid-temperature power generation". The phase change thermal energy storage module 8 first intercepts the high-temperature latent heat in the exhaust gas, and the cooled exhaust gas then drives the thermoelectric generator module 9 to complete the secondary power conversion. This not only makes full use of the waste heat resources in the entire temperature range of the exhaust gas, but also, through the passive design of connecting to the outside world through the cold end heat dissipation fins, eliminates the need for an external pump or fan, avoiding additional energy consumption and interference with the power distribution of the hybrid system. This achieves efficient, compact, and zero-additional energy consumption conversion of mid-temperature waste heat into on-board low-voltage power.

[0051] Furthermore, in one embodiment, the phase change thermal storage module 8 is connected to the heat utilization module 10 of the hybrid vehicle, the heat utilization module 10 includes an air conditioning heating system and an engine warm-up system, and the thermoelectric power generation module 9 is electrically connected to the on-board low-voltage auxiliary battery of the hybrid vehicle.

[0052] In this embodiment, the carbonate-based phase change material in the phase change heat storage module 8 absorbs the latent heat of the high-temperature exhaust gas and then connects to the heat utilization module 10 of the hybrid vehicle. The heat utilization module 10 includes an air conditioning heating system and an engine warm-up system. When the vehicle is in a cold start or pure electric driving condition, the phase change material in the phase change heat storage module 8 re-solidifies from a liquid state to a solid state and releases a large amount of latent heat. This heat energy can be introduced into the air conditioning heating system to heat the cabin, or it can be introduced into the engine warm-up system to quickly preheat the engine body, thereby shortening the engine warm-up time, reducing cold start fuel consumption and emissions, and replacing the high-voltage battery power loss caused by traditional PTC electric heating. At the same time, the thermoelectric power generation module 9 is electrically connected to the vehicle's on-board low-voltage auxiliary battery. It utilizes the temperature difference between the mid-temperature exhaust gas downstream of the phase change heat storage module 8 and the external cold end to continuously output DC power based on the Seebeck effect and store it in the on-board low-voltage auxiliary battery, providing supplementary power for the vehicle's 12V / 48V low-voltage electrical equipment (such as lighting, electronic control unit, sensors, fans, etc.). This embodiment, through the aforementioned connectivity, enables high-temperature waste heat to be flexibly matched with peak heat consumption under all vehicle operating conditions in the form of "latent heat," and enables medium-temperature waste heat to be supplied to the low-voltage electrical system in the form of "electrical energy." This not only improves the overall energy utilization efficiency of hybrid vehicles but also reduces the dependence on engine mechanical work and high-voltage power batteries, forming a waste heat resource utilization path that integrates heat and electricity recovery and storage.

[0053] Furthermore, in one embodiment, the return main pipeline 6 at the end of the energy recovery branch 2 is located upstream of the three-way catalytic converter.

[0054] In this embodiment, the return main pipeline 6 at the end of the energy recovery branch 2 is located upstream of the three-way catalytic converter. That is, the exhaust gas whose temperature has been reduced after absorbing heat from the phase change heat storage module 8 and generating electricity from the thermoelectric power generation module 9 is re-entered into the main exhaust flow path through the return main pipeline 6, and the merging point is located before the inlet of the three-way catalytic converter. The above arrangement has a dual significance. On the one hand, since the temperature of the recirculated exhaust gas has dropped due to waste heat recovery, directly feeding it into the three-way catalytic converter would affect its ignition temperature and catalytic conversion efficiency. Therefore, placing it upstream of the three-way catalytic converter allows it to be fully mixed with the high-temperature original exhaust gas in the main exhaust flow path that has not been diverted. This ensures that the temperature of the mixed exhaust gas remains within the window range for the three-way catalytic converter's efficient operation, guaranteeing the catalytic conversion effect of pollutants such as NOx, CO, and HC, while avoiding the risk of quenching of the catalytic converter caused by the low-temperature recirculated exhaust gas. On the other hand, this recirculation position allows the energy recovery branch 2 to form a closed-loop bypass. After completing the waste heat recovery in stages, the exhaust gas re-enters the main flow path to participate in subsequent emission purification. The entire system does not require additional exhaust gas discharge or treatment, has a compact structure, and does not affect the original vehicle emission path. This embodiment achieves compatibility between waste heat recovery and efficient catalytic converter operation by matching the space between the return main pipeline 6 and the upstream of the three-way catalytic converter. It resolves the potential contradiction between waste heat recovery and exhaust gas purification in terms of temperature requirements, enabling hybrid vehicles to fully meet the stringent emission regulations for the inlet conditions of the three-way catalytic converter while improving energy utilization efficiency.

[0055] The working principle of the hybrid vehicle exhaust system energy storage device described in this application is as follows: The vehicle multi-in-one controller 4 first identifies the current power output mode of the vehicle, and integrates the operating condition information such as exhaust back pressure, emission data, engine warm-up demand, heating demand and vehicle power demand, and adjusts the opening of the electronically controlled diversion regulating valve 3 accordingly. When the vehicle is in engine direct drive or hybrid drive mode, the electronically controlled diversion regulating valve 3 opens to the corresponding opening, so that the high temperature exhaust gas in the exhaust main line 1 is diverted as needed into the energy recovery branch line 2 connected in parallel with it (this branch line has no independent atmospheric exhaust port and constitutes a closed bypass). After the diverted waste gas enters the branch, it first flows through the upstream phase change thermal storage module 8. Inside the module, the carbonate-based high-temperature composite phase change material absorbs the heat from the waste gas and transforms from a solid to a liquid state. Through the latent heat of the solid-liquid phase change, the high-temperature thermal energy is stored in a high-density and constant-temperature manner. The external insulation layer of the module inhibits heat loss, and the internal heat exchange fins enhance heat exchange. The cooled waste gas continues to flow through the downstream thermoelectric generator module 9. This module uses a bismuth telluride-based semiconductor thermoelectric generator, whose hot end is in close contact with the branch pipe wall to absorb heat. The intermediate-temperature waste heat is connected to the outside air via heat dissipation fins. Based on the Seebeck effect, the waste heat from the exhaust gas is converted into DC power at a temperature difference of approximately 200°C and stored in the vehicle's low-voltage auxiliary battery 11, achieving secondary power recovery of the intermediate-temperature waste heat. The exhaust gas, after completing the cascade energy recovery, is guided back to the exhaust main pipeline 1 via the return main pipeline 6 at the end of the branch pipeline (the return point is located upstream of the three-way catalytic converter). After merging with the original exhaust gas from the main pipeline, it enters the three-way catalytic converter 5 for purification, preventing direct emission of exhaust gas from the branch pipeline. The stored energy is released as needed. When the vehicle is cold-started or driving in pure electric mode and there is a need for heating, the phase change material in the phase change heat storage module 8 solidifies from liquid to solid, releasing a large amount of latent heat. This heat is then supplied to the air conditioning heating system and the engine warm-up system via the heat utilization module 10, reducing the power consumption of the high-voltage battery for heating and the engine warm-up energy consumption. When the load of the vehicle's electrical appliances exceeds a set threshold or the engine idle speed power supply is insufficient, the power generated by the thermoelectric power generation module 9 is released by the low-voltage auxiliary battery 11 to power the vehicle's low-voltage electrical appliances. The device described in this application achieves efficient capture, long-term storage, and coordinated utilization of intermittent exhaust waste heat from hybrid vehicles under all operating conditions, while avoiding increasing exhaust back pressure and meeting emission regulations.

[0056] The functions of each module in the above-mentioned hybrid vehicle exhaust system energy storage device correspond to the steps in the above-mentioned hybrid vehicle exhaust system energy storage method embodiment, and their functions and implementation processes will not be described in detail here.

[0057] Thirdly, embodiments of this application provide an energy storage device for a hybrid vehicle exhaust system. The energy storage device for a hybrid vehicle exhaust system can be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0058] Reference Figure 2 , Figure 2 This is a schematic diagram of the hardware structure of the energy storage device for the exhaust system of a hybrid vehicle involved in an embodiment of this application. In this embodiment, the energy storage device for the exhaust system of a hybrid vehicle may include a processor, a memory, a communication interface, and a communication bus.

[0059] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0060] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the energy storage device of the hybrid vehicle exhaust system, as well as interfaces used for interconnecting the energy storage device of the hybrid vehicle exhaust system with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0061] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0062] The processor can be a general-purpose processor, which can call the hybrid vehicle exhaust system energy storage program stored in the memory and execute the hybrid vehicle exhaust system energy storage method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the hybrid vehicle exhaust system energy storage program is called can be referred to the various embodiments of the hybrid vehicle exhaust system energy storage method of this application, and will not be repeated here.

[0063] Those skilled in the art will understand that Figure 2 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0064] Fourthly, embodiments of this application also provide a computer-readable storage medium.

[0065] The present application stores a hybrid vehicle exhaust system energy storage program on a computer-readable storage medium, wherein when the hybrid vehicle exhaust system energy storage program is executed by a processor, it implements the steps of the hybrid vehicle exhaust system energy storage method as described above.

[0066] The method implemented when the hybrid vehicle exhaust system energy storage program is executed can be referred to in various embodiments of the hybrid vehicle exhaust system energy storage method of this application, and will not be repeated here.

[0067] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0068] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0069] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0070] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0071] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0072] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for energy storage in the exhaust system of a hybrid vehicle, characterized in that, The method includes: The opening of the electronically controlled diversion regulating valve (3) is adjusted according to the operating mode of the hybrid vehicle to control the flow rate of exhaust gas diverted from the main exhaust pipe (1) into the energy recovery branch (2); The exhaust gas entering the energy recovery branch (2) flows sequentially through the phase change thermal storage module (8) and the thermoelectric power generation module (9) arranged in series for energy recovery; The exhaust gas after energy recovery flows back to the main exhaust pipe (1) through the return main pipe (6) on the energy recovery branch (2); The electronically controlled diversion regulating valve (3) is located at the inlet of the energy recovery branch (2), and the energy recovery branch (2) is connected in parallel with the main exhaust pipe (1) of the hybrid vehicle.

2. The energy storage method for a hybrid vehicle exhaust system as described in claim 1, characterized in that, The method of adjusting the opening of the electronically controlled diversion regulating valve (3) according to the operating mode of the hybrid vehicle to control the flow rate of exhaust gas diverted from the main exhaust pipe (1) into the energy recovery branch (2) specifically includes: When the hybrid vehicle is in engine direct drive mode or hybrid drive mode, the opening of the electronically controlled diversion regulating valve (3) is adjusted according to the engine speed, engine load or exhaust temperature to control the exhaust gas flow rate diverted from the main exhaust pipe (1) into the energy recovery branch (2). When the hybrid vehicle is in pure electric driving mode or engine off mode, the electronically controlled diverter valve (3) is completely closed.

3. The energy storage method for a hybrid vehicle exhaust system as described in claim 2, characterized in that, The adjustment of the opening degree of the electronically controlled flow divider valve (3) according to engine speed, engine load, or exhaust temperature specifically includes: When the engine speed, engine load or exhaust temperature increases, the proportion of exhaust gas entering the energy recovery branch (2) is increased by increasing the opening of the electronically controlled diversion regulating valve (3); When the engine speed, engine load or exhaust temperature decreases, the proportion of exhaust gas entering the energy recovery branch (2) is reduced by decreasing the opening of the electronically controlled diversion regulating valve (3).

4. The energy storage method for a hybrid vehicle exhaust system as described in claim 1, characterized in that, For the waste gas to pass through the phase change thermal storage module (8) for energy recovery, the specific process includes: The waste gas in the energy recovery branch (2) flows into the phase change heat storage module (8). The phase change material in the phase change heat storage module (8) absorbs the heat of the waste gas and changes from solid to liquid. It absorbs and stores the heat energy in the waste gas through solid-liquid phase change.

5. The energy storage method for a hybrid vehicle exhaust system as described in claim 1, characterized in that, The waste gas is passed through the thermoelectric generator module (9) for energy recovery, specifically including: When the exhaust gas flows through the energy recovery branch (2), the pipe wall of the energy recovery branch (2) forms a temperature difference with the outside. The temperature difference power generation module (9) converts the heat in the exhaust gas into electrical energy based on the Seebeck effect.

6. The energy storage method for a hybrid vehicle exhaust system as described in claim 1, characterized in that, The method further includes: Real-time monitoring of exhaust back pressure and exhaust emission data of the main exhaust pipe (1). When the exhaust back pressure exceeds the preset threshold or the exhaust emission data is abnormal, reduce the opening of the electronically controlled diversion regulating valve (3) or completely close the electronically controlled diversion regulating valve (3).

7. The energy storage method for a hybrid vehicle exhaust system as described in claim 1, characterized in that: The method also includes stored energy release control: The stored energy release control specifically includes: When the vehicle is in a cold start or pure electric driving state and there is a heating demand, the phase change material in the phase change heat storage module (8) is controlled to change from liquid to solid state, releasing the stored heat, and the released heat is used for engine preheating or cab heating. When the load on the vehicle electrical appliances exceeds the set threshold or the engine is idling and the power supply to the vehicle electrical appliances is insufficient, the electrical energy generated by the thermoelectric generator module (9) is used to supply power to the vehicle electrical appliances.

8. An energy storage device for a hybrid vehicle exhaust system, characterized in that, The apparatus is configured to perform the method as described in any one of claims 1-7, the apparatus comprising: The main exhaust pipe (1) is used to discharge the exhaust gas generated by the hybrid vehicle engine; The energy recovery branch (2) is connected in parallel with the main exhaust pipe (1) and has no independent atmospheric exhaust outlet; An electrically controlled diversion regulating valve (3) is installed at the inlet of the energy recovery branch (2); Phase change heat storage module (8), which is located upstream of energy recovery branch (2), is used to absorb the heat of diverted waste gas and store it in the form of latent heat of phase change; Thermoelectric generator module (9) is connected in series with phase change thermal storage module (8) on energy recovery branch (2) and located downstream of phase change thermal storage module (8) to generate electricity by utilizing the temperature difference between the pipe wall of energy recovery branch (2) and the external environment. The return main pipeline (6) is located at the end of the energy recovery branch (2) and is used to guide the exhaust gas after energy recovery back to the main exhaust pipeline (1). The vehicle multi-function controller (4) is connected to the electronically controlled diverter valve (3) via signal connection.

9. The energy storage device for the exhaust system of a hybrid vehicle as described in claim 8, characterized in that, A one-way check valve (7) is provided at the end of the main return pipeline (6).

10. The energy storage device for the exhaust system of a hybrid vehicle as described in claim 8, characterized in that, The phase change thermal storage module (8) is filled with carbonate-based high-temperature composite phase change material, the phase change thermal storage module (8) is wrapped with a thermal insulation layer, and the phase change thermal storage module (8) is provided with heat exchange fins.

11. The energy storage device for the exhaust system of a hybrid vehicle as described in claim 8, characterized in that, The thermoelectric power generation module (9) uses a bismuth telluride-based semiconductor thermoelectric power generation chip. The hot end of the thermoelectric power generation chip is in close contact with the pipe wall of the energy recovery branch (2). The cold end of the thermoelectric power generation chip is connected to a heat dissipation fin, which is in communication with the outside air.

12. The energy storage device for the exhaust system of a hybrid vehicle as described in claim 8, characterized in that, The phase change thermal storage module (8) is connected to the heat-using module (10) of the hybrid vehicle. The heat-using module (10) includes an air conditioning heating system and an engine warm-up system. The thermoelectric power generation module (9) is electrically connected to the on-board low-voltage auxiliary battery of the hybrid vehicle.

13. The energy storage device for the exhaust system of a hybrid vehicle as described in claim 8, characterized in that, The return main pipeline (6) at the end of the energy recovery branch (2) is located upstream of the three-way catalytic converter.

14. An energy storage device for a hybrid vehicle exhaust system, characterized in that, The hybrid vehicle exhaust system energy storage device includes a processor, a memory, and a hybrid vehicle exhaust system energy storage program stored in the memory and executable by the processor, wherein when the hybrid vehicle exhaust system energy storage program is executed by the processor, it implements the steps of the hybrid vehicle exhaust system energy storage method as described in any one of claims 1 to 7.

15. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a hybrid vehicle exhaust system energy storage program, wherein when the hybrid vehicle exhaust system energy storage program is executed by a processor, it implements the steps of the hybrid vehicle exhaust system energy storage method as described in any one of claims 1 to 7.

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