Engine assembly and vehicle

Abstract

The utility model discloses an engine assembly and a vehicle, the engine assembly comprises an engine and a supercharger, and the engine is connected with an air inlet pipeline; the supercharger is arranged on the air inlet pipeline and is an electric vortex supercharger. According to the engine assembly provided by the embodiment of the utility model, the supercharger is the vortex supercharger, so that compared with a turbocharger in the related technology, the vortex supercharger is better in sealing performance and higher in mechanical efficiency, and higher-performance supercharging can be realized; moreover, the electric vortex supercharger is driven to work through electric power, the working condition of the electric vortex supercharger can be decoupled from the rotating speed of the engine, and compared with a pneumatic supercharger in the related technology, the response speed is higher, the working range is wider, and wider calibration strategy selection can be provided.

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 pressurizes air via a turbocharger and then introduces it into the engine, filling it with enough air to ensure complete combustion of the fuel. However, the pneumatic turbochargers used in related technologies have relatively low mechanical efficiency and slow response speed, thus requiring improvement. Utility Model Content

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, one objective of this invention is to provide an engine assembly that, by using a scroll turbocharger, offers better sealing performance and higher mechanical efficiency compared to turbochargers in the prior art, enabling higher-performance boost. Furthermore, the electric scroll turbocharger operates via electric power, and its operating conditions can be decoupled from engine speed. Compared to pneumatic turbochargers in the prior art, it offers faster response, a wider operating range, and provides a broader selection of calibration strategies.

[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 pipe; and a turbocharger disposed in the intake pipe and being an electric scroll turbocharger.

[0006] According to the engine assembly of this utility model embodiment, by making the turbocharger a scroll turbocharger, compared with the turbocharger in the related art, the scroll turbocharger has better sealing performance, higher mechanical efficiency, and can achieve higher performance boost; moreover, the electric scroll turbocharger works by electric drive, and its operating conditions can be decoupled from the engine speed. Compared with the pneumatic turbocharger in the related art, it has a faster response speed, a wider operating range, and can provide a wider range of calibration strategy selection.

[0007] According to some embodiments of the present invention, the engine assembly includes: a waste heat recovery assembly connected to the exhaust pipe of the engine and used to recover waste heat from the exhaust gas discharged by the engine.

[0008] According to some embodiments of the present invention, the waste heat recovery component includes a working fluid circulation loop, the working fluid circulation loop includes a heat exchanger and an energy conversion device connected in series, the heat exchanger is connected to the exhaust pipe and exchanges heat with the exhaust pipe, and the energy conversion device is used to convert thermal energy into mechanical energy.

[0009] According to some embodiments of the present invention, the heat exchanger includes a heat exchange chamber and a heat exchange pipeline. At least a portion of the heat exchange pipeline is located inside the heat exchange chamber and is connected in series with the energy conversion device. The heat exchange chamber is connected to the exhaust pipeline.

[0010] According to some embodiments of this utility model, the energy conversion device is an expander.

[0011] According to some embodiments of the present invention, the working fluid circulation loop includes a condensation storage tank for storing the working fluid, and the condensation storage tank is connected between the working fluid outlet of the energy conversion device and the heat exchanger.

[0012] According to some embodiments of the present invention, the waste heat recovery assembly further includes a working fluid pump, which is connected between the heat exchanger and the energy conversion device, and is used to drive the working fluid to circulate in the working fluid circulation loop.

[0013] According to some embodiments of the present invention, the mechanical energy output end of the energy conversion device is used to connect to a generator.

[0014] According to some embodiments of the present invention, a motor and a battery are included, the battery being connected to the motor for supplying power to the motor, the motor being connected to the booster for driving the booster to operate, and the output terminal of the generator being connected to the battery.

[0015] According to some embodiments of this utility model, there are two turbochargers, namely a primary turbocharger and a secondary turbocharger. The primary turbocharger and the secondary turbocharger are connected in series. In the direction of airflow in the intake pipe, the secondary turbocharger is located downstream of the primary turbocharger.

[0016] According to some embodiments of the present invention, the engine assembly includes an electric motor connected to the turbocharger for driving the turbocharger to operate.

[0017] According to some embodiments of the present invention, the first-stage turbocharger and the second-stage turbocharger are driven by the same motor.

[0018] According to some embodiments of the present invention, the engine assembly further includes a transfer case, which 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.

[0019] According to some embodiments of the present invention, a clutch is connected between the first output shaft and the first-stage turbocharger, and the clutch is used to control the on / off state of the transmission path between the first output shaft and the first-stage turbocharger.

[0020] According to some embodiments of the present invention, a bypass pipeline and a bypass valve are also included. The bypass pipeline is connected in parallel with the first-stage booster, and the bypass valve is located in the bypass pipeline to control the on / off state of the bypass pipeline.

[0021] According to some embodiments of the present invention, the power of the secondary turbocharger is greater than the power of the primary turbocharger.

[0022] The vehicle according to a second aspect of the present invention includes an engine assembly according to a first aspect of the present invention.

[0023] The vehicle according to the present invention, by including the engine assembly according to the first aspect of the present invention, has higher mechanical efficiency and can achieve higher performance boosting; and has a faster response speed, a wider operating range, and can provide a wider range of calibration strategy options.

[0024] 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

[0025] 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:

[0026] Figure 1 This is a schematic diagram of an engine assembly according to an embodiment of the present invention.

[0027] Figure label:

[0028] 100. Engine components;

[0029] 10. Engine; 11. Intake pipe; 110. Intake manifold; 111. Turbocharger; 12. First-stage turbocharger; 13. Second-stage turbocharger; 14. Electric motor; 17. Battery; 19. Bypass pipe; 20. Bypass valve; 21. Intercooler; 22. Exhaust pipe; 221. Exhaust manifold; 23. Transfer case; 24. Clutch;

[0030] 30. Waste heat recovery assembly; 31. Working fluid circulation loop; 32. Heat exchanger; 33. Heat exchange box; 34. Heat exchange pipeline; 35. Energy conversion device; 36. Condensation storage tank; 37. Working fluid pump. Detailed Implementation

[0031] 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.

[0032] The following is for reference. Figure 1 Describes an engine assembly 100 according to an embodiment of the present invention.

[0033] An engine assembly 100 according to a first aspect of the present invention includes an engine 10 and a turbocharger 111.

[0034] The engine 10 is connected to an intake manifold 11, through which air enters the engine 10, allowing the fuel inside the engine 10 to burn more completely. For example, the end of the intake manifold 11 forms an intake manifold 110, and the engine 10 is connected to the intake manifold 110.

[0035] The supercharger 111 is located in the intake manifold 11 and is an electric scroll supercharger 111. By making the supercharger 111 a scroll supercharger 111, compared with the turbocharger 111 in the related art, the scroll supercharger 111 has better sealing, which makes the scroll supercharger 111 more efficient, thereby improving the mechanical efficiency of the system and improving the performance of the engine assembly 100.

[0036] The turbocharger 111 in the related technology uses a pneumatic turbocharger 111, which utilizes the kinetic energy in the exhaust gas of the engine 10 to drive the turbocharger 111. During the initial start-up of the engine 10, because the exhaust gas produced by the engine 10 is relatively small, the turbocharger 111 rotates at a slow speed, providing a small amount of compressed air to the engine 10, resulting in a slow start-up. By making the turbocharger 111 an electric turbocharger 111, which operates by electric power, its operating conditions can be decoupled from the engine speed. Compared to the pneumatic turbocharger 111 in the related technology, it offers a faster response speed, a wider operating range, and provides a broader selection of calibration strategies.

[0037] According to the engine assembly 100 of this utility model embodiment, by making the turbocharger 111 a scroll turbocharger 111, compared with the turbocharger 111 in the related art, the scroll turbocharger 111 has better sealing performance, higher mechanical efficiency, and can achieve higher performance boosting; furthermore, the electric scroll turbocharger 111 operates by electric drive, and its operating condition can be decoupled from the engine speed 10. Compared with the pneumatic turbocharger 111 in the related art, it has a faster response speed, a wider operating range, and can provide a wider range of calibration strategy selection.

[0038] According to some embodiments of this utility model, refer to Figure 1 The engine assembly 100 includes a waste heat recovery assembly 30, which is connected to the exhaust pipe 22 of the engine 10 and is used to recover waste heat from the exhaust gas discharged by the engine 10. By including the waste heat recovery assembly 30 in the engine assembly 100, the waste heat recovery assembly 30 can recover the waste heat from the exhaust gas discharged by the engine 10, recover and utilize the energy in the exhaust gas, and improve the overall efficiency of the engine assembly 100.

[0039] For example, an exhaust manifold 221 is formed at the end of the exhaust pipe 22 that is connected to the engine 10.

[0040] According to some embodiments of this utility model, refer to Figure 1 The waste heat recovery assembly 30 includes a working fluid circulation loop 31, which includes a heat exchanger 32 and an energy conversion device 35 connected in series. The heat exchanger 32 is connected to and exchanges heat with the exhaust pipe 22, and the energy conversion device 35 is used to convert thermal energy into mechanical energy. By including a working fluid circulation loop 31 in the waste heat recovery assembly 30, and by including a heat exchanger 32 in the working fluid circulation loop 31, the exhaust gas discharged from the engine 10 can exchange heat with the working fluid in the heat exchanger 32, thereby reducing the heat in the exhaust gas of the engine 10 and increasing the heat in the working fluid. By including an energy conversion device 35 in the working fluid circulation loop 31, the working fluid can convert thermal energy into mechanical energy in the energy conversion device 35 to output energy.

[0041] According to some embodiments of this utility model, refer to Figure 1 The heat exchanger 32 includes a heat exchange housing 33 and heat exchange pipes 34. At least a portion of the heat exchange pipes 34 is located inside the heat exchange housing 33 and connected in series with the energy conversion device 35. The heat exchange housing 33 is connected to the exhaust pipe 22. By placing at least a portion of the heat exchange pipes 34 inside the heat exchange housing 33, the working fluid can flow into the heat exchange pipes 34 and exchange heat with the exhaust gas discharged from the engine 10. By connecting the heat exchange pipes 34 in series with the energy conversion device 35, the working fluid, after heat exchange and subsequent heating, can convert thermal energy into mechanical energy in the energy conversion device 35 to output energy. By connecting the heat exchange housing 33 to the exhaust pipe 22, the exhaust gas discharged from the engine 10 can flow into the heat exchange housing 33 through the exhaust pipe 22 and exchange heat with the working fluid in the heat exchange pipes 34.

[0042] According to some embodiments of this utility model, the energy conversion device 35 is an expander. By making the energy conversion device 35 an expander, the working fluid can convert thermal energy into mechanical energy in the energy conversion device 35, making it easier to output and utilize the energy.

[0043] According to some embodiments of this utility model, the working fluid circulation loop 31 includes a condensation storage tank 36, which is used to store the working fluid. The condensation storage tank 36 is connected between the working fluid outlet of the energy conversion device 35 and the heat exchanger 32. By including the condensation storage tank 36 in the working fluid circulation loop 31, when the engine 10 is not running and does not discharge exhaust gas, the working fluid cannot exchange heat with the exhaust gas, and the condensation storage tank 36 can accommodate and store the working fluid for later use.

[0044] For example, the condensation storage box 36 also has a cooling function. The working fluid in the condensation storage box 36 is cooled by the impact wind during the vehicle's operation, which further reduces the temperature of the working fluid and allows it to exchange heat more fully with the exhaust gas of the engine 10, thereby improving the heat exchange efficiency of the working fluid.

[0045] For example, the condensation storage tank 36 also has a cooling function, and the working fluid circulation loop 31 also includes a cooling fan. The condensation storage tank 36 is cooled by blowing air into the working fluid through the cooling fan, which further reduces the temperature of the working fluid and allows the working fluid to exchange heat with the exhaust gas of the engine 10 more fully, thereby improving the heat exchange efficiency of the working fluid.

[0046] According to some embodiments of this utility model, refer to Figure 1 The waste heat recovery assembly 30 also includes a working fluid pump 37, which is connected between the heat exchanger 32 and the energy conversion device 35 to drive the working fluid to circulate in the working fluid circulation loop 31. By including the working fluid pump 37 in the waste heat recovery assembly 30, the working fluid pump 37 can drive the working fluid to circulate in the working fluid circulation loop 31, allowing the working fluid to exchange heat with the exhaust gas of the engine 10, heat up, and then cool down to perform work before entering the circulation, thus recovering and utilizing the heat energy in the exhaust gas of the engine 10.

[0047] For example, the working fluid pump 37 can be disconnected when the engine 10 is not working to avoid wasting energy; the working fluid pump 37 can be closed when the engine 10 is working and producing exhaust gas to allow the working fluid to circulate in the working fluid circulation loop 31.

[0048] According to some embodiments of this utility model, refer to Figure 1 The mechanical energy output end of the energy conversion device 35 is used to connect to the generator 14. By connecting the mechanical energy output end of the energy conversion device 35 to the generator 14, the generator 14 can convert mechanical energy into electrical energy, which is easier to store and utilize.

[0049] For example, generator 14 is connected to an energy storage device, which transmits electrical energy to the energy storage device and stores the electrical energy.

[0050] For example, when the engine 10 is running and producing exhaust gas, the working fluid pump 37 is in a closed state. The working fluid in the working fluid circulation loop 31 flows under the drive of the working fluid pump 37 and flows into the heat exchange pipe 34 to exchange heat with the exhaust gas of the engine 10. The temperature of the exhaust gas of the engine 10 decreases, and the temperature of the working fluid increases. The high-temperature working fluid flows into the energy conversion device 35. In the energy conversion device 35, the thermal energy of the high-temperature working fluid is converted into mechanical energy output. The mechanical energy output end is connected to the generator 14. The generator 14 converts the mechanical energy output by the working fluid into electrical energy, and finally stores the electrical energy in the energy storage device. After the working fluid does work in the energy conversion device 35, its temperature decreases and it flows to the condensation storage tank 36. In the condensation storage tank 36, it is cooled by the impact wind during the vehicle's movement, and the temperature of the working fluid decreases further. Driven by the working fluid pump 37, it re-enters the heat exchange pipe 34 to exchange heat and complete the cycle.

[0051] According to some embodiments of this utility model, refer to Figure 1 The engine assembly 100 includes an electric motor 14 and a battery 17. The battery 17 is connected to the electric motor 14 to supply power to the electric motor 14. The electric motor 14 is connected to a turbocharger 111 to drive the turbocharger 111. The output of the generator 14 is connected to the battery 17. In related technologies, turbocharging is achieved by driving the turbocharger 111 to move using the exhaust gas of the engine 10. When starting the engine 10, the engine speed of the engine 10 is coupled with the operation of the turbocharger 111, resulting in a slow start-up of the engine 10. By including an electric motor 14 and a battery 17 in the engine assembly 100, with the battery 17 supplying power to the electric motor 14 and the electric motor 14 driving the turbocharger 111, the operating conditions of the electric scroll turbocharger 111 can be decoupled from the speed of the engine 10. The electric scroll turbocharger 111 can be started directly by electric power, improving the response speed of the turbocharger 111. Furthermore, compared to the mechanical supercharger 111 in related technologies that can only operate at medium and low speeds, the electric scroll turbocharger 111 has a wider operating power range, providing a wider range of power selection.

[0052] According to some embodiments of this utility model, refer to Figure 1 There are two turbochargers 111, namely a first-stage turbocharger 12 and a second-stage turbocharger 13, which are connected in series. In the airflow direction in the intake manifold 11, the second-stage turbocharger 13 is located downstream of the first-stage turbocharger 12. By having two turbochargers 111, the gas entering the intake manifold 11 is sequentially pressurized by the first-stage turbocharger 12 and the second-stage turbocharger 13, resulting in more complete compression of the gas. This allows for more efficient supply of air to the engine 10, ensuring more complete combustion of the fuel inside the engine 10.

[0053] According to some embodiments of this utility model, refer to Figure 1The engine assembly 100 includes an electric motor 14 connected to a turbocharger 111 for driving the turbocharger 111. In related technologies, turbocharging is achieved by driving the turbocharger 111 with the exhaust gas of the engine 10. When starting the engine 10, the engine speed and the operation of the turbocharger 111 are coupled, resulting in a slow start-up. By including the electric motor 14 in the engine assembly 100, which drives the turbocharger 111, the operation of the electric scroll turbocharger 111 is decoupled from the engine speed. The electric scroll turbocharger 111 can be started electrically, improving its response speed. Furthermore, compared to the mechanical supercharger 111 in related technologies, which can only operate at low and medium speeds, the electric scroll turbocharger 111 has a wider operating power range, providing a broader selection of power options.

[0054] According to some embodiments of this utility model, refer to Figure 1 The first-stage turbocharger 12 and the second-stage turbocharger 13 are driven by the same motor 14. By driving the first-stage turbocharger 12 and the second-stage turbocharger 13 by the same motor 14, the number of parts in the engine assembly 100 can be reduced, thereby improving the assembly efficiency of the engine assembly 100.

[0055] According to some embodiments of this utility model, refer to Figure 1 The engine assembly 100 also includes a transfer case 23, which includes a first output shaft and a second output shaft. The first output shaft is connected to the first-stage turbocharger 12, and the second output shaft is connected to the second-stage turbocharger 13. By including the transfer case 23 in the engine assembly 100, and connecting the first output shaft of the transfer case 23 to the first-stage turbocharger 12 and the second output shaft to the second-stage turbocharger 13, the transfer case 23 can simultaneously transmit the kinetic energy transmitted by the engine assembly 100 to both the first-stage turbocharger 12 and the second-stage turbocharger 13, achieving the effect of driving both the first-stage turbocharger 12 and the second-stage turbocharger 13 with the same motor 14.

[0056] According to some embodiments of this utility model, refer to Figure 1 A clutch 24 is connected between the first output shaft and the first-stage turbocharger 12. The clutch 24 is used to control the opening and closing of the transmission path between the first output shaft and the first-stage turbocharger 12. By connecting the clutch 24 between the first output shaft and the first-stage turbocharger 12, the clutch 24 can control the opening and closing of the transmission path between the first output shaft and the first-stage turbocharger 12. The opening and closing of the first-stage turbocharger 12 can be controlled independently according to the operating conditions, saving energy while ensuring that the amount of air entering the engine 10 is sufficient.

[0057] According to some embodiments of this utility model, refer to Figure 1The engine assembly 100 also includes a bypass line 19 and a bypass valve. The bypass line 19 is connected in parallel with the first-stage turbocharger 12, and the bypass valve is located in the bypass line 19 to control its opening and closing. By including the bypass line 19 in the engine assembly 100 and connecting it in parallel with the first-stage turbocharger 12, some air can enter the intake manifold 11 through the bypass line 19, and finally be pressurized by the second-stage turbocharger 13 before entering the engine 10. This increases the airflow into the engine 10, resulting in more complete combustion of fuel in the engine 10 and improving the engine 10's operating efficiency. The bypass valve, located in the bypass line 19, allows the bypass valve to control the opening and closing of the bypass line 19.

[0058] For example, when the engine 10 has high power and requires a large amount of air, the bypass valve can be opened to allow air to enter the intake manifold 11 through the bypass pipe 19, increasing the airflow in the intake manifold 11, resulting in more complete combustion of fuel in the engine 10 and improving the engine 10's operating efficiency. When the engine 10 has low power and requires less air, the bypass valve can be closed, allowing the second-stage turbocharger 13 to further pressurize only the air already pressurized by the first-stage turbocharger 12, reducing the energy consumption of the second-stage turbocharger 13 while ensuring sufficient gas supply to the engine 10.

[0059] According to some embodiments of this utility model, refer to Figure 1 The power of the second-stage turbocharger 13 is greater than that of the first-stage turbocharger 12. By making the power of the second-stage turbocharger 13 greater than that of the first-stage turbocharger 12, the second-stage turbocharger 13 can more fully pressurize the air based on the air compression by the first-stage turbocharger 12.

[0060] According to some embodiments of the present invention, the engine assembly 100 further includes at least one intercooler 21, which is disposed in the intake manifold 11, between the first-stage turbocharger 12 and the second-stage turbocharger 13, and / or downstream of the second-stage turbocharger 13. By including at least one intercooler 21 in the engine assembly 100, the increase in air temperature caused by the turbocharger 111 compressing air can be mitigated, a larger pressure ratio can be achieved, and the power of the engine 10 can be further improved.

[0061] A vehicle according to a second aspect embodiment of the present invention includes an engine assembly 100 according to a first aspect embodiment of the present invention. For example, the vehicle may be a hybrid electric vehicle.

[0062] The vehicle according to the present invention, by including the engine assembly 100 according to the first aspect of the present invention, has higher mechanical efficiency and can achieve higher performance boosting; and has a faster response speed, a wider operating range, and can provide a wider range of calibration strategy options.

[0063] 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.

[0064] In the description of this utility model, "first feature" and "second feature" may include one or more of the features.

[0065] In the description of this utility model, "multiple" means two or more.

[0066] 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.

[0067] 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.

[0068] 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.

[0069] 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, include: An engine, the engine being connected to an intake manifold; A turbocharger is installed in the intake pipe and is an electric scroll turbocharger. There are two turbochargers, namely a first-stage turbocharger and a second-stage turbocharger. The first-stage turbocharger and the second-stage turbocharger are connected in series. In the direction of airflow in the intake pipe, the second-stage turbocharger is located downstream of the first-stage turbocharger. A waste heat recovery assembly is connected to the exhaust pipe of the engine and is used to recover waste heat from the exhaust gas discharged by the engine.

2. The engine assembly of claim 1, wherein, The waste heat recovery component includes a working fluid circulation loop, which includes a heat exchanger and an energy conversion device connected in series. The heat exchanger is connected to the exhaust pipe and exchanges heat with the exhaust pipe. The energy conversion device is used to convert thermal energy into mechanical energy.

3. The engine assembly of claim 2, wherein, The heat exchanger includes a heat exchange chamber and heat exchange pipelines. At least a portion of the heat exchange pipelines is located inside the heat exchange chamber and connected in series with the energy conversion device. The heat exchange chamber is connected to the exhaust pipeline.

4. The engine assembly according to claim 2, characterized in that, The energy conversion device is an expander.

5. The engine assembly of claim 2, wherein, The working fluid circulation loop includes a condensation storage tank for storing the working fluid, and the condensation storage tank is connected between the working fluid outlet of the energy conversion device and the heat exchanger.

6. The engine assembly of claim 2, wherein, The waste heat recovery assembly also includes a working fluid pump, which is connected between the heat exchanger and the energy conversion device to drive the working fluid to circulate in the working fluid circulation loop.

7. The engine assembly of claim 2, wherein, The mechanical energy output end of the energy conversion device is used to connect to the generator.

8. The engine assembly of claim 7, wherein, It includes a motor and a battery, the battery being connected to the motor to supply power to the motor, the motor being connected to the supercharger to drive the supercharger, and the output of the generator being connected to the battery.

9. The engine assembly of claim 1, wherein, The engine assembly includes an electric motor connected to the turbocharger for driving the turbocharger.

10. The engine assembly of claim 9, wherein, The first-stage turbocharger and the second-stage turbocharger are driven by the same motor.

11. The engine assembly of claim 10, wherein, The engine assembly also includes a transfer case, which 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.

12. The engine assembly of claim 11, wherein, A clutch is connected between the first output shaft and the first-stage turbocharger, and the clutch is used to control the opening and closing of the transmission path between the first output shaft and the first-stage turbocharger.

13. The engine assembly of any one of claims 1-12, wherein, It also includes a bypass pipeline and a bypass valve. The bypass pipeline is connected in parallel with the first-stage booster, and the bypass valve is located on the bypass pipeline to control the opening and closing of the bypass pipeline.

14. The engine assembly of claim 13, wherein, The power of the second-stage turbocharger is greater than that of the first-stage turbocharger.

15. A vehicle, characterized in that, include: The engine assembly according to any one of claims 1-14.

Images