Engine assembly and vehicle

Abstract

The utility model discloses an engine assembly and a vehicle, the engine assembly comprises an engine, a first-stage supercharger, a second-stage supercharger and a motor, the engine is connected with an air inlet pipeline and an exhaust pipeline, the first-stage supercharger and the second-stage supercharger are arranged on the air inlet pipeline in series, and the first-stage supercharger and the second-stage supercharger are arranged in the air inlet pipeline in the flowing direction of airflow in the air inlet pipeline. The first-stage supercharger is located on the upstream side of the second-stage supercharger, the first-stage supercharger and the second-stage supercharger are both connected with the exhaust pipeline, waste gas exhausted by the exhaust pipeline is used for driving the first-stage supercharger and the second-stage supercharger to work, and the motor is in transmission connection with the first-stage supercharger and the second-stage supercharger. And the first-stage supercharger and the second-stage supercharger are driven to work. According to the engine assembly provided by the embodiment of the utility model, the motor can play an auxiliary supercharging role on the first-stage supercharger and the second-stage supercharger, and the response speed of the first-stage supercharger and the second-stage supercharger is improved, so that higher-efficiency supercharging can be realized, and the working efficiency of an engine can be improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicles, and in particular to an engine assembly and a vehicle. Background Technology

[0002] The engine assembly uses a turbocharger to pressurize air before introducing it into the engine, ensuring sufficient air intake for complete fuel combustion. In related technologies, to more fully utilize the energy produced by the engine, the exhaust gas is used as the power source to drive the turbocharger. However, this method of using exhaust gas to drive the turbocharger results in lower engine efficiency. For example, during engine start-up, the engine starts slowly due to the low turbocharger efficiency, leading to insufficient air intake and impacting overall engine performance. Therefore, improvements are needed. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. Therefore, one objective of this invention is to provide an engine assembly that utilizes exhaust gas from the engine to drive a first-stage turbocharger and a second-stage turbocharger, thereby achieving energy recovery from the exhaust gas and reducing the overall energy consumption of the engine assembly. Furthermore, by providing a motor to drive the first-stage and second-stage turbochargers, the motor can assist in turbocharging, improving the response speed of the first-stage and second-stage turbochargers. This allows for more efficient turbocharging, enabling the engine to reach its optimal operating condition more quickly and improving engine efficiency.

[0004] This utility model also proposes a vehicle that includes the above-mentioned engine components.

[0005] An engine assembly according to a first aspect of the present invention includes: an engine connected to an intake manifold and an exhaust manifold; a first-stage turbocharger and a second-stage turbocharger connected in series in the intake manifold, wherein the first-stage turbocharger is located upstream of the second-stage turbocharger in the direction of airflow within the intake manifold, and both the first-stage and second-stage turbochargers are connected to the exhaust manifold, wherein exhaust gas discharged from the exhaust manifold is used to drive the first-stage and second-stage turbochargers; and a motor, which is driveably connected to both the first-stage and second-stage turbochargers to drive them.

[0006] According to the engine assembly of this utility model embodiment, the exhaust gas from the engine drives a first-stage turbocharger and a second-stage turbocharger to achieve energy recovery from the exhaust gas, which helps reduce the overall energy consumption of the engine assembly. Furthermore, by providing a motor to drive the first-stage and second-stage turbochargers, the motor can assist in turbocharging, improving the response speed of the first-stage and second-stage turbochargers. This allows for more efficient turbocharging, enabling the engine to reach its optimal operating condition more quickly. Additionally, by including a first-stage turbocharger and a second-stage turbocharger arranged in series, the engine assembly employs two-stage turbocharging, resulting in more complete gas compression and a more efficient supply of air to the engine interior, thereby improving engine efficiency.

[0007] According to some embodiments of the present invention, the first-stage turbocharger and the second-stage turbocharger are driven by the same motor.

[0008] According to some embodiments of the present invention, the input end of the first-stage turbocharger is provided with a first gear, the input end of the second-stage turbocharger is provided with a second gear, and the motor shaft of the motor is connected to a third gear, the third gear meshing with both the first gear and the second gear.

[0009] According to some embodiments of the present invention, the engine assembly includes a transfer case connected to the motor shaft of the electric motor. The transfer case includes a first output shaft and a second output shaft, the first output shaft being connected to the first-stage turbocharger and the second output shaft being connected to the second-stage turbocharger.

[0010] According to some embodiments of this utility model, there are two motors, namely a first motor and a second motor. The first motor is connected to the first-stage turbocharger, and the second motor is connected to the second-stage turbocharger.

[0011] According to some embodiments of the present invention, the engine assembly includes a battery connected to the motor for supplying power to the motor.

[0012] According to some embodiments of the present invention, the first-stage turbocharger includes a first exhaust gas turbine, a first drive shaft and a first compressor. One end of the first drive shaft is connected to the first exhaust gas turbine, and the other end of the first drive shaft is connected to the first compressor. The first compressor is located in the intake pipe, and the first exhaust gas turbine is located in the exhaust pipe. The exhaust gas discharged in the exhaust pipe is used to drive the first exhaust gas turbine to move.

[0013] The secondary turbocharger includes a second exhaust gas turbine, a second drive shaft, and a second compressor. One end of the second drive shaft is connected to the second exhaust gas turbine, and the other end of the second drive shaft is connected to the second compressor. The second compressor is located in the intake pipe, and the second exhaust gas turbine is located in the exhaust pipe. The exhaust gas discharged from the exhaust pipe is used to drive the second exhaust gas turbine. The motor can be driven to both the first exhaust gas turbine and the second exhaust gas turbine to drive them to work.

[0014] According to some embodiments of the present invention, at least one of the first compressor and the second compressor is a scroll compressor.

[0015] According to some embodiments of the present invention, a first bypass pipeline and a first bypass valve are included. The first bypass pipeline is connected in parallel with the second compressor, and the first bypass valve is located in the first bypass pipeline to control the opening and closing of the first bypass pipeline.

[0016] According to some embodiments of the present invention, the first exhaust gas turbine and the second exhaust gas turbine are connected in series, and in the direction of airflow in the exhaust pipe, the first exhaust gas turbine is located downstream of the second exhaust gas turbine.

[0017] According to some embodiments of the present invention, a second bypass pipeline and a second bypass valve are included. The second bypass pipeline is connected in parallel with the second exhaust gas turbine, and the second bypass valve is located in the second bypass pipeline to control the opening and closing of the second bypass pipeline.

[0018] A vehicle according to a second aspect of the present invention includes an engine assembly according to the first aspect of the present invention described above.

[0019] According to the vehicle of this utility model embodiment, by providing the above-mentioned engine assembly, the exhaust gas discharged from the engine drives the first-stage turbocharger and the second-stage turbocharger to achieve the function of energy recovery from the exhaust gas, which is beneficial to reducing the overall energy consumption of the engine assembly; and by providing a motor for driving the first-stage turbocharger and the second-stage turbocharger, the motor can play an auxiliary role in boosting the first-stage turbocharger and the second-stage turbocharger, improving the response speed of the first-stage turbocharger and the second-stage turbocharger, thus achieving higher boosting efficiency, and reaching the engine's optimal operating condition more quickly, thereby improving the engine's working efficiency.

[0020] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0021] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0022] Figure 1 This is a simplified schematic diagram of an engine assembly according to some embodiments of the present invention;

[0023] Figure 2 yes Figure 1 A simplified schematic diagram of the assembly of the first gear, the second gear, and the third gear in the engine assembly.

[0024] Figure 3 This is a simplified schematic diagram of an engine assembly according to other embodiments of the present invention;

[0025] Figure 4 This is a simplified schematic diagram of an engine assembly according to some embodiments of the present invention.

[0026] Figure label:

[0027] 100. Engine components;

[0028] 1. Engine; 11. Intake pipe; 12. Exhaust pipe;

[0029] 2. Motor; 21. First motor; 22. Second motor; 23. Third gear;

[0030] 3. First-stage turbocharger; 31. First gear; 32. First exhaust gas turbine; 33. First drive shaft; 34. First compressor;

[0031] 4. Second stage turbocharger; 41. Second gear; 42. Second exhaust turbine; 43. Second drive shaft; 44. Second compressor;

[0032] 5. Transfer case;

[0033] 61. First bypass line; 62. First bypass valve; 63. Second bypass line; 64. Second bypass valve;

[0034] 71. Control unit; 72. Storage unit; 73. Battery. Detailed Implementation

[0035] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0036] The following is for reference. Figures 1-4Describes an engine assembly 100 according to an embodiment of the present invention.

[0037] Reference Figures 1-4 According to the first aspect of the present invention, the engine assembly 100 includes an engine 1, a first-stage turbocharger 3, a second-stage turbocharger 4 and an electric motor 2. The engine 1 is connected to an intake pipe 11 and an exhaust pipe 12. Air enters the engine 1 through the intake pipe 11, so that the fuel inside the engine 1 can be burned more completely.

[0038] The first-stage turbocharger 3 and the second-stage turbocharger 4 are connected in series in the intake manifold 11. In the direction of airflow in the intake manifold 11, the first-stage turbocharger 3 is located upstream of the second-stage turbocharger 4. By including the first-stage turbocharger 3 and the second-stage turbocharger 4 connected in series in the engine assembly 100, two-stage supercharging can be used, which can compress the gas more fully and provide more air to the inside of the engine 1, thereby improving the working efficiency of the engine 1 and also improving the response speed of the engine 1 when there is a sudden change in power.

[0039] Both the first-stage turbocharger 3 and the second-stage turbocharger 4 are connected to the exhaust pipe 12. The exhaust gas discharged from the exhaust pipe 12 is used to drive the first-stage turbocharger 3 and the second-stage turbocharger 4. The motor 2 can be driven by both the first-stage turbocharger 3 and the second-stage turbocharger 4. The exhaust gas discharged from the exhaust pipe 12 of the engine 1 is used to drive the first-stage turbocharger 3 and the second-stage turbocharger 4, thus enabling energy recovery from the exhaust gas discharged from the engine 1.

[0040] By providing a motor 2 for driving the first-stage turbocharger 3 and the second-stage turbocharger 4, the motor 2 can directly provide driving force to the first-stage turbocharger 3 and the second-stage turbocharger 4 according to the needs of the engine 1. It can play an auxiliary role in boosting the first-stage turbocharger 3 and the second-stage turbocharger 4, and improve the response speed of the first-stage turbocharger 3 and the second-stage turbocharger 4. This can achieve higher boosting efficiency, so that the engine 1 can reach its optimal operating condition more quickly.

[0041] For example, in related technologies, the turbocharger is driven by the exhaust gas of engine 1 to achieve boost. When engine 1 starts or runs at low speed, engine 1 starts slowly and the intake air volume of the turbocharger is insufficient, causing engine 1 to reach its optimal operating condition relatively slowly. By directly driving the first-stage turbocharger 3 and the second-stage turbocharger 4 through the electric motor 2, the boost can be assisted, improving the response speed of the first-stage turbocharger 3 and the second-stage turbocharger 4. This can achieve higher boost efficiency, thereby reaching the optimal operating condition of engine 1 more quickly.

[0042] Furthermore, compared to mechanical superchargers in related technologies that can only operate at medium and low speeds, the first-stage supercharger 3 and the second-stage supercharger 4 driven by motor 2 have a wider operating range and can provide a wider range of calibration strategy options.

[0043] According to the embodiment of the present invention, the engine assembly 100 utilizes the exhaust gas discharged from the engine 1 to drive the first-stage turbocharger 3 and the second-stage turbocharger 4, thereby achieving energy recovery from the exhaust gas and reducing the overall energy consumption of the engine assembly 100. Furthermore, by providing a motor 2 for driving the first-stage turbocharger 3 and the second-stage turbocharger 4, the motor 2 can assist in turbocharging the first-stage turbocharger 3 and the second-stage turbocharger 4, improving the response speed of the first-stage turbocharger 3 and the second-stage turbocharger 4. This allows for more efficient turbocharging, enabling the engine 1 to reach its optimal operating condition more quickly. In addition, by including the first-stage turbocharger 3 and the second-stage turbocharger 4 arranged in series in the engine assembly 100, two-stage turbocharging is employed, allowing the gas to be compressed more fully, providing more sufficient air to the interior of the engine 1, thereby improving the working efficiency of the engine 1.

[0044] Reference Figures 1-4 According to some embodiments of the present invention, the first-stage turbocharger 3 and the second-stage turbocharger 4 are driven by the same motor 2, which can reduce the number of parts, simplify the overall structure of the engine assembly 100, and help reduce the manufacturing cost of the engine assembly 100.

[0045] Reference Figures 1-4 According to some embodiments of this utility model, the input end of the first-stage turbocharger 3 is provided with a first gear 31, the input end of the second-stage turbocharger 4 is provided with a second gear 41, and the motor shaft of the motor 2 is connected to a third gear 23, which meshes with both the first gear 31 and the second gear 41. By having the third gear 23 mesh with both the first gear 31 and the second gear 41, the motor shaft of the motor 2 can be connected to both the first-stage turbocharger 3 and the second-stage turbocharger 4, thereby enabling the kinetic energy of the same motor 2 to be simultaneously transmitted to both the first-stage turbocharger 3 and the second-stage turbocharger 4, achieving the effect of the same motor 2 driving both the first-stage turbocharger 3 and the second-stage turbocharger 4.

[0046] Reference Figures 1-4 According to some embodiments of this utility model, the engine assembly 100 includes a transfer case 5, which is connected to the motor shaft of the motor 2. The transfer case 5 includes a first output shaft and a second output shaft. The first output shaft is connected to the first-stage turbocharger 3, and the second output shaft is connected to the second-stage turbocharger 4. The connection of the first output shaft of the transfer case 5 to the first-stage turbocharger 3 and the second output shaft to the second-stage turbocharger 4 allows the transfer case 5 to simultaneously transmit the kinetic energy driven by the motor 2 to both the first-stage turbocharger 3 and the second-stage turbocharger 4, achieving the effect of the same motor 2 driving both the first-stage turbocharger 3 and the second-stage turbocharger 4.

[0047] Reference Figures 1-4 According to some embodiments of this utility model, there are two motors 2, namely a first motor 21 and a second motor 22. The first motor 21 is connected to the first-stage booster 3, and the second motor 22 is connected to the second-stage booster 4. By connecting the first motor 21 to the first-stage booster 3 and the second motor 22 to the second-stage booster 4, the first-stage booster 3 and the second-stage booster 4 can be driven by the first motor 21 and the second motor 22 respectively, and the opening and closing of the first-stage booster 3 or the second-stage booster 4 can be controlled independently according to the operating conditions.

[0048] Reference Figures 1-4 According to some embodiments of the present invention, the engine assembly 100 includes a battery 73, which is connected to the motor 2 for supplying power to the motor 2. The battery 73 can stably provide energy to the motor 2, enabling the first-stage turbocharger 3 and the second-stage turbocharger 4 to be started directly by the electrical energy in the battery 73, thereby improving the response speed of the first-stage turbocharger 3 and the second-stage turbocharger 4.

[0049] Reference Figures 1-4 According to some embodiments of the present invention, the first-stage turbocharger 3 includes a first exhaust gas turbine 32, a first drive shaft 33 and a first compressor 34. One end of the first drive shaft 33 is connected to the first exhaust gas turbine 32, and the other end of the first drive shaft 33 is connected to the first compressor 34. The first compressor 34 is located in the intake pipe 11, and the first exhaust gas turbine 32 is located in the exhaust pipe 12. The exhaust gas discharged in the exhaust pipe 12 is used to drive the first exhaust gas turbine 32 to move.

[0050] By placing the first exhaust gas turbine 32 in the exhaust pipe 12, the exhaust gas discharged from the exhaust pipe 12 can drive the first exhaust gas turbine 32 to move, making full use of the energy of the exhaust gas discharged from the exhaust pipe 12 and improving the exhaust gas recovery and utilization rate. By connecting one end of the first drive shaft 33 to the first exhaust gas turbine 32 and the other end to the first compressor 34, the first drive shaft 33 can transmit the rotation of the first exhaust gas turbine 32 to the first compressor 34, causing the first compressor 34 to move and compress air.

[0051] For example, the first-stage turbocharger 3 is a scroll turbocharger. The scroll turbocharger has better sealing performance, which makes the first-stage turbocharger 3 more efficient and can improve the mechanical efficiency of the first-stage turbocharger 3, thereby improving the performance of the engine assembly 100.

[0052] The secondary turbocharger 4 includes a second exhaust gas turbine 42, a second drive shaft 43, and a second compressor 44. One end of the second drive shaft 43 is connected to the second exhaust gas turbine 42, and the other end of the second drive shaft 43 is connected to the second compressor 44. The second compressor 44 is located in the intake pipe 11, and the second exhaust gas turbine 42 is located in the exhaust pipe 12. The exhaust gas discharged from the exhaust pipe 12 is used to drive the second exhaust gas turbine 42. The motor 2 can be driven to both the first exhaust gas turbine 32 and the second exhaust gas turbine 42 to drive them to work.

[0053] By placing the second exhaust gas turbine 42 in the exhaust pipe 12, the exhaust gas discharged from the exhaust pipe 12 can drive the second exhaust gas turbine 42 to move, making full use of the energy of the exhaust gas discharged from the exhaust pipe 12 and improving the exhaust gas recovery and utilization rate. By connecting the second exhaust gas turbine 42 to two ends of the second drive shaft 43 and the second compressor 44 to the other end, the second drive shaft 43 can transmit the rotation of the second exhaust gas turbine 42 to the second compressor 44, causing the second compressor 44 to move and compress air.

[0054] For example, the second-stage turbocharger 4 is a scroll turbocharger. The scroll turbocharger has better sealing performance, which makes the second-stage turbocharger 4 more efficient and can improve the mechanical efficiency of the second-stage turbocharger 4, thereby improving the performance of the engine assembly 100.

[0055] For example, air first enters the first compressor 34 through the intake pipe 11 for initial pressurization. The second compressor 44 can further pressurize the air compressed by the first compressor 34. The air pressurized by the second compressor 44 enters the engine 1, making the combustion of fuel in the engine 1 more complete. The exhaust gas discharged from the engine 1 enters the second exhaust gas turbine 42 through the exhaust pipe 12. The exhaust gas can drive the second exhaust gas turbine 42 to rotate. The second drive shaft 43 can transmit the rotation of the second exhaust gas turbine 42 to the second compressor 44, causing the second compressor 44 to move and compress the air. The first exhaust gas turbine 32 can further recover and utilize the exhaust gas after it has been used by the second exhaust gas turbine 42. The exhaust gas can drive the first exhaust gas turbine 32 to rotate. The first drive shaft 33 can transmit the rotation of the first exhaust gas turbine 32 to the first compressor 34, causing the first compressor 34 to move and compress the air. The exhaust gas after it has been used by the first exhaust gas turbine 32 is discharged to the environment outside the engine assembly 100.

[0056] Reference Figures 1-4According to some embodiments of this utility model, at least one of the first compressor 34 and the second compressor 44 is a scroll compressor. By making at least one of the first compressor 34 and the second compressor 44 a scroll compressor, compared with the turbine compressor in the related art, the scroll compressor has better sealing performance, resulting in higher working efficiency. This can improve the overall mechanical efficiency of the engine assembly 100 and enhance the performance of the engine assembly 100.

[0057] Reference Figures 1-4 According to some embodiments of this utility model, a first bypass pipe 61 and a first bypass valve 62 are included. The first bypass pipe 61 is connected in parallel with the second compressor 44, and the first bypass valve 62 is provided on the first bypass pipe 61 to control the opening and closing of the first bypass pipe 61. By including the first bypass pipe 61 in the engine assembly 100 and connecting the first bypass pipe 61 in parallel with the second compressor 44, some air can enter the intake pipe 11 through the first bypass pipe 61 and finally enter the engine 1, increasing the airflow into the engine 1, making the combustion in the engine 1 more complete, and improving the working efficiency of the engine 1. The first bypass valve 62 on the first bypass pipe 61 allows the first bypass valve 62 to control the opening and closing of the first bypass pipe 61.

[0058] For example, when the engine 1 has a large power output and requires a large amount of air, the first bypass valve 62 can be opened to allow air to enter the intake pipe 11 through the first bypass pipe 61, thereby increasing the air flow in the intake pipe 11, making the combustion of fuel in the engine 1 more complete, and improving the working efficiency of the engine 1.

[0059] When the engine 1 has low power and low air demand, the first bypass valve 62 can be closed so that the second compressor 44 can only further pressurize the air that has been pressurized by the first compressor 34, thereby reducing the energy consumption of the first compressor 34 while ensuring sufficient gas supply to the engine 1.

[0060] For example, the engine assembly 100 also includes a control unit 71 and a storage unit 72. The storage unit 72 is electrically connected to the engine 1, and the control unit 71 is electrically connected to the first bypass valve 62 and the storage unit 72. The storage unit 72 is used to collect and send the operating conditions of the engine 1, and the control unit 71 is used to receive the operating conditions of the engine 1 and control the opening and closing of the first bypass valve 62 according to the received operating conditions of the engine 1. This can realize the automatic control function of the engine assembly 100, and adjust the air flow in the intake pipe 11 in a timely manner according to the actual operating conditions of the engine 1, thereby improving the working efficiency of the engine 1.

[0061] Reference Figures 1-4According to some embodiments of this utility model, the first exhaust gas turbine 32 and the second exhaust gas turbine 42 are connected in series, and in the flow direction of the airflow in the exhaust pipe 12, the first exhaust gas turbine 32 is located downstream of the second exhaust gas turbine 42. By connecting the first exhaust gas turbine 32 and the second exhaust gas turbine 42 in series, the exhaust gas can be recovered and reused by the second exhaust gas turbine 42 in sequence after entering the exhaust pipe 12, and the energy in the exhaust gas is recovered and utilized more fully, thereby improving the recovery and utilization rate of the exhaust gas.

[0062] Reference Figures 1-4 According to some embodiments of this utility model, a second bypass pipe 63 and a second bypass valve 64 are included. The second bypass pipe 63 is connected in parallel with the second exhaust gas turbine 42, and the second bypass valve 64 is located in the second bypass pipe 63 to control the opening and closing of the second bypass pipe 63. By connecting the second bypass pipe 63 in parallel with the second exhaust gas turbine 42, and using the second bypass valve 64 to control the opening and closing of the second bypass pipe 63, the opening and closing of the second bypass pipe 63 can be controlled according to the actual operating conditions of the engine 1, reducing the risk of damage to the second exhaust gas turbine 42.

[0063] For example, when the engine speed of 1 is too high, the exhaust gas flow rate of engine 1 is large. If all the exhaust gas is fed into the second exhaust gas turbine 42, it may cause the second exhaust gas turbine 42 to rotate too fast and be damaged. At this time, the second bypass valve 64 can be opened to allow some gas to be discharged through the second bypass pipe 63, thereby appropriately reducing the speed of the second exhaust gas turbine 42 to avoid damage to the second exhaust gas turbine 42.

[0064] For example, when the load on engine 1 is low, engine 1 does not need too much intake air. The second bypass valve 64 can be opened to allow the exhaust gas discharged by engine 1 to be discharged through the second bypass pipe 63, thereby preventing the second exhaust turbine 42 from continuously rotating and driving the second compressor 44 to rotate and introduce too much gas into engine 1, thus reducing the risk.

[0065] For example, the engine assembly 100 also includes a control unit 71 and a storage unit 72. The storage unit 72 is electrically connected to the engine 1, and the control unit 71 is electrically connected to the second bypass valve 64 and the storage unit 72. The storage unit 72 is used to collect and send the operating conditions of the engine 1, and the control unit 71 is used to receive the operating conditions of the engine 1 and control the opening and closing of the second bypass valve 64 according to the received operating conditions of the engine 1. This can realize the automatic control function of the engine assembly 100, and adjust the exhaust gas flow rate in the exhaust pipe 12 in a timely manner according to the actual operating conditions of the engine 1, thereby reducing the risk of engine 1 overload.

[0066] Reference Figures 1-4The vehicle according to the second aspect of the present invention includes the engine assembly 100 according to the first aspect of the present invention described above.

[0067] According to the vehicle of this utility model embodiment, by providing the above-mentioned engine assembly 100, the exhaust gas discharged from the engine 1 drives the first-stage turbocharger 3 and the second-stage turbocharger 4 to achieve the function of energy recovery from the exhaust gas, which is beneficial to reducing the overall energy consumption of the engine assembly 100; and by providing a motor 2 for driving the first-stage turbocharger 3 and the second-stage turbocharger 4, the motor 2 can play an auxiliary role in boosting the first-stage turbocharger 3 and the second-stage turbocharger 4, improving the response speed of the first-stage turbocharger 3 and the second-stage turbocharger 4, thus achieving higher efficiency boosting, and reaching the optimal operating condition of the engine 1 more quickly, thereby improving the working efficiency of the engine 1.

[0068] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0069] In the description of this utility model, "first feature" and "second feature" may include one or more of the features.

[0070] In the description of this utility model, "multiple" means two or more.

[0071] In the description of this utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0072] In the description of this utility model, the terms "above", "over" and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0073] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0074] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An engine assembly characterized by, The engine assembly comprises: an engine connected with an air intake pipeline and an exhaust pipeline; a primary supercharger and a secondary supercharger arranged in series in the air intake pipeline, the primary supercharger being located on the upstream side of the secondary supercharger in the flow direction of the airflow in the air intake pipeline, the primary supercharger and the secondary supercharger being both connected with the exhaust pipeline, exhaust gas discharged from the exhaust pipeline being used to drive the primary supercharger and the secondary supercharger to work; a motor being in driving connection with the primary supercharger and the secondary supercharger for driving the primary supercharger and the secondary supercharger to work.

2. The engine assembly of claim 1, wherein, The primary supercharger and the secondary supercharger are driven by the same motor.

3. The engine assembly of claim 2, wherein, The input end of the primary supercharger is provided with a first gear, the input end of the secondary supercharger is provided with a second gear, and the motor shaft of the motor is connected with a third gear, the third gear being in engagement with the first gear and the second gear.

4. The engine assembly of claim 2, wherein, The engine assembly comprises a transfer case connected with the motor shaft of the motor, the transfer case being in driving connection with the primary supercharger and the secondary supercharger.

5. The engine assembly of claim 1, wherein, The motor is two, the two motors being a first motor and a second motor, the first motor being connected with the primary supercharger, and the second motor being connected with the secondary supercharger.

6. The engine assembly of claim 1, wherein, The engine assembly comprises a battery connected with the motor for supplying power to the motor.

7. The engine assembly of any one of claims 1-6, wherein, The primary supercharger comprises a first exhaust turbine, a first transmission shaft and a first compressor, one end of the first transmission shaft being connected with the first exhaust turbine, the other end of the first transmission shaft being connected with the first compressor, the first compressor being arranged in the air intake pipeline, the first exhaust turbine being arranged in the exhaust pipeline, exhaust gas discharged from the exhaust pipeline being used to drive the first exhaust turbine to move; The secondary supercharger comprises a second exhaust turbine, a second transmission shaft and a second compressor, one end of the second transmission shaft being connected with the second exhaust turbine, the other end of the second transmission shaft being connected with the second compressor, the second compressor being arranged in the air intake pipeline, the second exhaust turbine being arranged in the exhaust pipeline, exhaust gas discharged from the exhaust pipeline being used to drive the second exhaust turbine to move; The motor is in driving connection with the first exhaust turbine and the second exhaust turbine for driving the first exhaust turbine and the second exhaust turbine to work.

8. The engine assembly of claim 7, wherein, At least one of the first compressor and the second compressor is a scroll compressor.

9. The engine assembly of claim 7, wherein, A first bypass pipeline is arranged in parallel with the second compressor, and a first bypass valve is arranged in the first bypass pipeline for controlling the opening and closing of the first bypass pipeline.

10. The engine assembly of claim 7, wherein, The first exhaust turbine and the second exhaust turbine are arranged in series, the first exhaust turbine being located on the downstream side of the second exhaust turbine in the flow direction of the airflow in the exhaust pipeline.

11. The engine assembly of claim 10, wherein, The second bypass passage is provided in parallel with the second exhaust turbine, and the second bypass valve is provided in the second bypass passage for controlling opening and closing of the second bypass passage.

12. A vehicle characterized by comprising: comprises: The engine assembly of any one of claims 1-11.

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