Engine waste heat recovery system, engine, hybrid power assembly and vehicle

Abstract

The utility model discloses an engine waste heat recovery system, an engine, a hybrid power assembly and a vehicle, the engine waste heat recovery system comprises an exhaust pipe suitable for being connected with an exhaust port of an engine body; the catalytic converter is connected to the exhaust pipe in series; the bypass pipe is suitable for being connected between the exhaust port and the catalytic converter, the heat storage device is connected to the bypass pipe in series, the heat storage device is provided with a heat storage medium, and the heat storage medium is suitable for exchanging heat with gas in the bypass pipe. According to the engine waste heat recovery system provided by the utility model, the heat reservoir is arranged on the bypass pipe, so that the catalyst can be preheated when the vehicle is in cold start, and the time for the catalyst to reach the ignition temperature can be further shortened, so that the emission of pollutants during the cold start period can be reduced, and the environmental protection is facilitated.

Description

Technical Field

[0001] This utility model relates to the technical field of engine exhaust gas recirculation systems, and in particular to an engine waste heat recovery system, an engine, a hybrid powertrain, and a vehicle. Background Technology

[0002] According to statistics, CO, HC and NOx emitted from automobile exhaust account for 20%-50% of the total amount of these pollutants in the atmosphere. Cold start emissions are a significant aspect of automobile exhaust pollution. One reason for this is that during the cold start phase, the coolant temperature is low, fuel combustion is incomplete, and the engine exhaust temperature is also low, preventing the oxygen sensor and three-way catalytic converter from quickly starting to work. This increases the amount of pollutants emitted and contributes to environmental pollution. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes an engine waste heat recovery system that can shorten the time it takes for the catalyst to reach its ignition temperature, thereby reducing pollutant emissions during cold starts and contributing to environmental protection.

[0004] This utility model also proposes an engine with the above-mentioned engine waste heat recovery system.

[0005] This utility model also proposes a hybrid powertrain having the above-mentioned engine.

[0006] This utility model also proposes a vehicle having the above-mentioned hybrid powertrain or the above-mentioned engine.

[0007] According to the first aspect of the present invention, an engine waste heat recovery system includes: an exhaust pipe adapted to be connected to an exhaust port of an engine body; a catalytic converter connected in series with the exhaust pipe; a bypass pipe adapted to be connected between the exhaust port and the catalytic converter; and a heat storage device connected in series with the bypass pipe, the heat storage device having a heat storage medium adapted to exchange heat with gas in the bypass pipe.

[0008] According to the engine waste heat recovery system of this utility model, by setting a heat storage device on the bypass pipe, the catalyst can be preheated during vehicle cold start, thereby shortening the time for the catalyst to reach the ignition temperature, thus reducing the amount of pollutants emitted during cold start and contributing to environmental protection.

[0009] According to some embodiments of the present invention, the engine waste heat recovery system further includes: a valve assembly arranged on the exhaust pipe and / or the bypass pipe, for controlling the exhaust port to be switchably connected to the catalyst directly through the exhaust pipe or to the catalyst through the bypass pipe.

[0010] According to some embodiments of the present invention, the valve assembly includes: a first control valve, which is used to control the opening and closing of the exhaust pipe or the bypass pipe.

[0011] According to some embodiments of the present invention, the valve assembly includes: a second control valve, wherein the first control valve and the second control valve are respectively connected to the air inlet and air outlet of the thermal storage device.

[0012] According to some embodiments of the present invention, the engine waste heat recovery system further includes: a first control component, which is electrically connected to the valve assembly.

[0013] According to some embodiments of this utility model, the valve assembly includes: a first control valve and a second control valve, the first control valve and the second control valve being respectively connected to the inlet end and outlet end of the heat storage tank, and the first control element being electrically connected to the first control valve and the second control valve to control the first control valve and the second control valve to open and close synchronously. When the first control valve and the second control valve are opened synchronously, the exhaust port is connected to the catalyst through the bypass pipe. When the first control valve and the second control valve are closed synchronously, the exhaust port is directly connected to the catalyst through the exhaust pipe.

[0014] According to some embodiments of the present invention, the engine waste heat recovery system further includes: a first temperature sensor for detecting the temperature inside the catalyst, the first temperature sensor being electrically connected to the valve assembly, the valve assembly being configured to: when the temperature detected by the first temperature sensor reaches a first preset temperature, to allow the exhaust port to be connected to the catalyst through the bypass pipe, the first preset temperature being greater than the catalyst ignition temperature inside the catalyst.

[0015] According to some embodiments of the present invention, the engine waste heat recovery system further includes: a second temperature sensor for detecting the temperature at the exhaust port, the second temperature sensor being electrically connected to the valve assembly, the valve assembly being configured to: when the temperature detected by the second temperature sensor reaches the second preset temperature, cause the exhaust port to be connected to the catalyst through the bypass pipe, the second preset temperature being greater than the catalyst ignition temperature in the catalyst.

[0016] According to some embodiments of the present invention, the second preset temperature is greater than 600°C.

[0017] According to some embodiments of the present invention, the engine waste heat recovery system further includes: a third temperature sensor for detecting the temperature inside the heat storage tank, the third temperature sensor being electrically connected to the valve assembly, the valve assembly being configured to: when the temperature detected by the third temperature sensor reaches a third preset temperature, allow the exhaust port to be directly connected to the catalytic converter through the exhaust pipe, the third preset temperature being greater than or equal to 600°C and less than or equal to 800°C.

[0018] According to some embodiments of the present invention, the heat storage device includes: a heat storage tube, the heat storage tube includes: an insulation layer and a heat conduction layer, both the heat conduction layer and the insulation layer are formed in a tubular shape, the insulation layer is sleeved on the radially outer side of the heat conduction layer, a gas channel connected in series with the bypass pipe is defined in the heat conduction layer, and the heat storage medium is filled between the heat conduction layer and the insulation layer.

[0019] According to some embodiments of the present invention, the heat storage medium includes microcapsule phase change materials.

[0020] According to some embodiments of the present invention, the heat storage device further includes a heat-conducting element, which is arranged in the gas channel and connected to the heat-conducting layer to exchange heat between the heat-conducting element and the heat-conducting layer.

[0021] According to some embodiments of the present invention, the heat-conducting element is formed as a finned structure.

[0022] According to some embodiments of the present invention, the engine waste heat recovery system further includes: a return pipe, one end of which is connected to the outlet end of the catalyst, and the other end of which is adapted to be connected to the intake pipe of the engine.

[0023] According to some embodiments of the present invention, the engine waste heat recovery system further includes: an electric compressor, the electric compressor comprising: a compressor connected in series on the intake pipe; a turbine connected in series on the exhaust pipe; and a motor connected between the compressor and the turbine.

[0024] According to some embodiments of the present invention, the turbine is located upstream of the catalyst in the gas flow direction within the exhaust pipe, and the bypass pipe is connected between the turbine and the catalyst.

[0025] According to some embodiments of the present invention, the engine waste heat recovery system further includes a cooler and a third control valve, wherein the cooler and the third control valve are connected in series on the return gas pipe, and the outlet end of the third control valve is connected to the inlet end of the compressor.

[0026] According to some embodiments of the present invention, the engine waste heat recovery system further includes an air filter connected in series on the intake pipe.

[0027] An engine according to a second aspect of the present invention includes: an engine body and an engine waste heat recovery system according to a first aspect of the present invention, wherein the engine body has an exhaust port and the exhaust pipe is connected to the exhaust port.

[0028] According to the present invention, the engine's overall performance is improved by incorporating the engine waste heat recovery system described in the first aspect.

[0029] The hybrid powertrain according to the third aspect of the present invention includes the engine described in the second aspect of the present invention.

[0030] According to the hybrid powertrain of this utility model, by providing the engine described in the second aspect above, the overall performance of the hybrid powertrain is improved.

[0031] The vehicle according to the fourth aspect of the present invention includes the hybrid powertrain according to the third aspect of the present invention or the engine according to the second aspect of the present invention.

[0032] The vehicle according to this utility model improves the overall performance of the vehicle by providing the engine described in the third aspect above or the hybrid powertrain described in the second aspect of this utility model.

[0033] 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

[0034] Figure 1 This is a schematic diagram of a hybrid powertrain according to an embodiment of the present utility model;

[0035] Figure 2 This is a partial schematic diagram of an engine waste heat recovery system according to an embodiment of the present utility model, wherein the exhaust port is directly connected to the catalyst through an exhaust pipe.

[0036] Figure 3 This is a partial schematic diagram of another state of the engine waste heat recovery system according to an embodiment of the present utility model, wherein the exhaust port is connected to the catalyst through a bypass pipe;

[0037] Figure 4 yes Figure 1 A schematic diagram of the thermal storage device shown;

[0038] Figure 5This is a control flowchart of the hybrid powertrain according to an embodiment of the present utility model.

[0039] Figure label:

[0040] 100. Engine;

[0041] 1. Engine waste heat recovery system;

[0042] 10. Exhaust pipe; 20. Air filter; 30. Catalytic converter; 40. Bypass pipe;

[0043] 50. Heat storage tank; 51. Heat storage pipe; 511. Insulation layer; 512. Heat-conducting layer; 513. Gas passage; 52. Heat storage medium; 53. Heat-conducting component;

[0044] 60. Valve assembly; 61. First control valve; 62. Second control valve; 63. First control element;

[0045] 71. Return air pipe; 72. Cooler; 73. Third control valve;

[0046] 80. Electric air compressor; 81. Air compressor; 82. Turbine; 83. Electric motor;

[0047] 90. Electronic control unit;

[0048] 2. Engine body; 21. Intake pipe. Detailed Implementation

[0049] 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 intended to explain this utility model, and should not be construed as limiting this utility model.

[0050] The following is for reference. Figures 1-5 A waste heat recovery system 1 for an engine according to a first aspect embodiment of the present invention is described.

[0051] like Figure 1 As shown, according to the first aspect of the present invention, the engine waste heat recovery system 1 includes: an exhaust pipe 10, a catalytic converter 30, a bypass pipe 40, and a heat storage tank 50.

[0052] The exhaust pipe 10 is adapted to be connected to the exhaust port of the engine body 2; the catalytic converter 30 is connected in series with the exhaust pipe 10.

[0053] Specifically, the engine block 2 is the device that provides power to the automobile; it is the heart of the vehicle and an energy conversion device. Its main function is to convert the heat energy of gasoline or diesel fuel into mechanical energy by burning the expanded gas in a sealed cylinder, which then pushes the piston to perform work. It should be noted that the engine block 2 generally has an exhaust port, an intake port, and an intake pipe connected to the intake port. The intake pipe 21 is connected to the intake port to provide the required air to the engine block 2; the exhaust pipe 10 is connected to the exhaust port to discharge the exhaust gas produced by the engine block 2.

[0054] The catalytic converter 30 is the most important external purification device installed in the vehicle's exhaust system. It is mainly used to convert harmful gases such as CO, HC and NOx in the exhaust gas into harmless carbon dioxide, water and nitrogen through oxidation and reduction, thereby purifying the vehicle's exhaust gas.

[0055] The bypass pipe 40 is suitable for connection between the exhaust port and the catalytic converter 30; it can be understood that the exhaust gas generated by the engine body 2 can enter the catalytic converter 30 for treatment through the exhaust pipe 10, or it can enter the catalytic converter 30 through the bypass pipe 40. That is to say, the bypass pipe 40 and the exhaust pipe 10 are connected in parallel.

[0056] A heat storage tank 50 is connected in series with a bypass pipe 40. The heat storage tank 50 has a heat storage medium 52, which is suitable for heat exchange with the gas inside the bypass pipe 40. It can be understood that when the exhaust gas generated by the engine body 2 passes through the bypass pipe 40, the heat storage medium 52 of the heat storage tank 50 can exchange heat with the gas inside the bypass pipe 40, thereby realizing the storage or release of heat in the exhaust gas.

[0057] Specifically, when the vehicle's engine block 2 is running, the gas produced by the engine block 2 passes through the bypass pipe 40 and exchanges heat with the heat storage device 50 connected in series with the bypass pipe 40, thus storing heat. When the vehicle restarts, because the temperature is relatively low at startup, the gas can then pass through the bypass pipe 40 into the catalytic converter 30 to preheat it. It should be noted that the catalytic converter 30 treats exhaust gases using a three-way catalytic converter, which requires a minimum temperature of approximately 250°C to react. Therefore, when the vehicle is cold-started, preheating the catalytic converter 30 using the heat storage device 50 shortens the time it takes for the catalyst to reach its ignition temperature, thereby reducing emissions during cold starts and contributing to environmental protection.

[0058] According to the engine waste heat recovery system 1 of this utility model embodiment, by setting a heat storage device 50 on the bypass pipe 40, the catalyst 30 can be preheated during vehicle cold start, thereby shortening the time for the catalyst to reach the ignition temperature, thus reducing the amount of pollutants emitted during cold start and contributing to environmental protection.

[0059] According to some embodiments of this utility model, such as Figures 1-3 As shown, the engine waste heat recovery system 1 also includes a valve assembly 60, which is arranged on the exhaust pipe 10 and / or the bypass pipe 40, for controlling whether the exhaust port is connected directly to the catalytic converter 30 through the exhaust pipe 10 or connected to the catalytic converter 30 through the bypass pipe 40. It is understood that the bypass pipe 40 is connected in parallel with the exhaust pipe 10. When gas flows through the bypass pipe 40, the exhaust back pressure increases. Therefore, by setting the valve assembly 60, not only can the heat storage of the heat storage tank 50 be achieved, but the impact of back pressure can also be reduced.

[0060] The phrase "valve assembly 60 is arranged on exhaust pipe 10 and / or bypass pipe 40" can be understood to mean that valve assembly 60 can be arranged on exhaust pipe 10, bypass pipe 40, or both exhaust pipe 10 and bypass pipe 40.

[0061] Specifically, the valve assembly 60 has an initial state and an operating state. When the valve assembly 60 is in the initial state, the passage between the exhaust pipe 10 and the catalyst 30 is opened, the passage between the bypass pipe 40 and the catalyst 30 is closed, and the exhaust port can be directly connected to the catalyst 30 through the exhaust pipe 10. When the valve assembly 60 is in the operating state, the passage between the exhaust pipe 10 and the catalyst 30 is closed, the passage between the bypass pipe 40 and the catalyst 30 is opened, and the exhaust port is connected to the catalyst 30 through the connecting pipe.

[0062] When the vehicle is first started, the valve assembly 60 is in its initial state. The exhaust port is directly connected to the catalytic converter 30 through the exhaust pipe 10, and the gas produced by the engine block 2 is directly delivered to the catalytic converter 30 through the exhaust pipe 10. After the vehicle has been running for a period of time, the valve assembly 60 switches to the working state. The valve assembly 60 disconnects the passage between the exhaust pipe 10 and the catalytic converter 30 and opens the passage between the bypass pipe 40 and the catalytic converter 30, allowing the gas produced by the engine block 2 to enter the catalytic converter 30 through the bypass pipe 40. At the same time, the heat storage tank 50 stores heat. After heat storage is completed, the valve assembly 60 switches back to its initial state. When the vehicle is started again, the valve assembly 60 is switched to the working state first. The gas passes through the bypass pipe 40 and exchanges heat with the heat storage tank 50 connected in series with the bypass pipe 40. The gas after heat exchange enters the catalytic converter 30 through the bypass pipe 40 to preheat the catalytic converter 30.

[0063] According to some embodiments of this utility model, the valve assembly 60 includes a first control valve 61, which is used to control the opening and closing of the exhaust pipe 10 or the bypass pipe 40. Specifically, the first control valve 61 is arranged only on the exhaust pipe 10 or the bypass pipe 40. When the first control valve 61 is arranged on the exhaust pipe 10 to disconnect the exhaust pipe 10, the exhaust port can be connected to the catalytic converter 30 through the bypass pipe 40. When the first control valve 61 is arranged on the exhaust pipe 10 to connect the exhaust pipe 10, the exhaust port can be connected to the catalytic converter 30 through the exhaust pipe 10 or through the bypass pipe 40. When the first control valve 61 is arranged on the bypass pipe 40 to disconnect the bypass pipe 40, the exhaust... The exhaust port can be connected to the catalytic converter 30 through the exhaust pipe 10. When the first control valve 61 is arranged on the bypass pipe 40 to connect the bypass pipe 40, the exhaust port can be connected to the catalytic converter 30 through either the exhaust pipe 10 or the bypass pipe 40. Therefore, it can be understood that the valve assembly 60 only includes one first control valve 61 to enable the exhaust port to be switched to be directly connected to the catalytic converter 30 through the exhaust pipe 10 or connected to the catalytic converter 30 through the bypass pipe 40. This can reduce the production cost of the entire system.

[0064] Optionally, the first control valve 61 can be used to control the opening and closing of the exhaust pipe 10 and the bypass pipe 40. In this case, the number of first control valves 61 can be one or more. When there is only one first control valve 61, it can be a three-way valve, arranged at the connection between the bypass pipe 40 and the exhaust pipe 10. This allows control of the opening and closing of the two outlets of the first control valve 61 to control the opening and closing of either the exhaust pipe 10 or the bypass pipe 40. When there are multiple first control valves 61, they can be arranged on both the exhaust pipe 10 and the bypass pipe 40. At least one of the first control valves 61 arranged on the exhaust pipe 10 needs to be located at the rear end of the connection between the exhaust pipe 10 and the bypass pipe 40. This facilitates disconnecting the exhaust pipe 10 without affecting the flow of gas from the bypass pipe 40. According to some embodiments of this utility model, such as... Figures 1-3 As shown, the valve assembly 60 also includes a second control valve 62, with the first control valve 61 and the second control valve 62 respectively connected to the inlet and outlet ends of the heat storage tank 50. This allows the valve assembly 60 to control whether the exhaust port is connected to the catalytic converter 30 via the bypass pipe 40 from the inlet end, or from the exhaust end, or simultaneously from both ends. Therefore, even if one valve fails, the engine waste heat recovery system 1 can still operate normally; simultaneously, it can reduce heat loss in the heat storage tank 50 during the heat storage process, ensuring the heat storage effect of the heat storage tank 50.

[0065] Optionally, both the first control valve 61 and the second control valve 62 are made of high-temperature insulating materials. This can ensure the service life of the first control valve 61 and the second control valve 62, while also reducing heat loss and improving the heat storage effect of the heat storage tank 50.

[0066] According to some embodiments of this utility model, such as Figures 1-3 As shown, the engine waste heat recovery system 100 also includes a first control element 63, which is electrically connected to the valve assembly 60. This allows the valve assembly 60 to automatically switch states, thereby improving the automation of the engine waste heat recovery system 1.

[0067] According to some embodiments of this utility model, such as Figures 1-3 As shown, the valve assembly includes a first control valve 61 and a second control valve 62. The first control valve 61 and the second control valve 62 are respectively connected to the inlet and outlet ends of the heat storage tank 50. A first control element 63 is electrically connected to the first control valve 61 and the second control valve 62 to control the first control valve 61 and the second control valve 62 to open and close synchronously. When the first control valve 61 and the second control valve 62 are opened synchronously, the exhaust port is connected to the catalytic converter 30 through the bypass pipe 40. When the first control valve 61 and the second control valve 62 are closed synchronously, the exhaust port is directly connected to the catalytic converter 30 through the exhaust pipe 10. In this way, while simplifying the operation of the engine waste heat recovery system 1, it also allows the heat storage tank 50 to better store and retain heat, reducing heat loss.

[0068] Specifically, when heat storage is required, both the first control valve 61 and the second control valve 62 need to be opened to allow the exhaust port to connect to the catalytic converter 30 through the bypass pipe 40. This allows the heat storage tank 50 to exchange heat with the exhaust gas passing through the bypass pipe 40, thereby achieving heat storage. After heat storage is completed, both the first control element 63 and the second control element need to be closed, allowing the exhaust gas to enter the catalytic converter 30 through the exhaust pipe 10, keeping the heat storage tank 50 in a heat-preserving state and ceasing heat exchange. When preheating of the catalytic converter 30 is required, the first control valve 61 and the second control valve 62 need to be reopened, allowing the gas discharged from the exhaust port to flow to the catalytic converter 30 after heat exchange through the bypass pipe 40, thereby achieving preheating of the catalytic converter 30. Thus, by setting the first control element 63 to control the synchronous opening and closing of the first control valve 61 and the second control valve 62, the operation steps of the engine waste heat recovery system 1 can be simplified, thereby speeding up the response and improving the overall system efficiency. At the same time, it can also simplify the control steps, thereby reducing corresponding errors.

[0069] According to some embodiments of this utility model, the engine waste heat recovery system 1 further includes: a first temperature sensor for detecting the temperature inside the catalyst 30, the first temperature sensor being electrically connected to a valve assembly 60, the valve assembly 60 being configured to: when the temperature detected by the first temperature sensor reaches a first preset temperature, allow the exhaust port to be connected to the catalyst 30 through a bypass pipe 40, the first preset temperature being greater than the ignition temperature of the catalyst inside the catalyst. It is understood that the heat storage tank 50 will only store heat when the temperature inside the catalyst 30 is higher than the ignition temperature of the catalyst inside the catalyst 30. This allows the heat storage temperature in the heat storage tank 50 to be higher than the ignition temperature of the catalyst, thereby ensuring that when the heat storage tank 50 preheats the catalyst 30, its preheated temperature is close to or higher than the ignition temperature. This shortens the time it takes for the catalyst 30 to reach the ignition temperature, thereby reducing pollutant emissions during cold starts and contributing to environmental protection.

[0070] According to some embodiments of this utility model, the engine waste heat recovery system 1 further includes: a second temperature sensor for detecting the temperature at the exhaust port, the second temperature sensor being electrically connected to a valve assembly 60, the valve assembly 60 being configured to: when the temperature detected by the second temperature sensor reaches a second preset temperature, connect the exhaust port to the catalyst 30 through a bypass pipe 40, the second preset temperature being greater than the ignition temperature of the catalyst in the catalyst 30. It is understood that the heat storage tank 50 will only store heat when the temperature at the exhaust port is higher than the ignition temperature of the catalyst in the catalyst 30. This allows the heat storage temperature in the heat storage tank 50 to be higher than the ignition temperature of the catalyst, thereby ensuring that when the heat storage tank 50 preheats the catalyst 30, its preheated temperature is close to or higher than the ignition temperature. This shortens the time it takes for the catalyst 30 to reach the ignition temperature, thereby reducing pollutant emissions during cold starts and contributing to environmental protection.

[0071] According to some embodiments of this utility model, the second preset temperature is greater than 600°C. For example, the second preset temperature can be 650°C, 700°C, 750°C, or 800°C. This can further shorten the heat storage time, thereby shortening the time for gas to pass through the bypass pipe 40, and thus reducing the impact of back pressure.

[0072] According to some embodiments of this utility model, the engine waste heat recovery system 1 further includes: a third temperature sensor for detecting the temperature inside the heat storage tank 50. The third temperature sensor is electrically connected to a valve assembly 60, which is configured to: when the temperature detected by the third temperature sensor reaches a third preset temperature, allow the exhaust port to be directly connected to the catalytic converter 30 through the exhaust pipe 10. The third preset temperature is greater than or equal to 600°C and less than or equal to 800°C. It can be understood that when the temperature inside the heat storage tank 50 reaches 600°C-800°C, the gas generated by the engine body 2 directly enters the catalytic converter 30 for processing through the exhaust pipe 10. The heat storage tank 50 stops heat exchange and enters the heat storage and insulation stage. In this way, while realizing the storage and delayed utilization of exhaust waste heat from the engine body 2, it can also effectively avoid the problem of high back pressure caused by gas passing through the bypass pipe 40 for a long time.

[0073] It should be noted that the first preset temperature is less than the third preset temperature, and the third preset temperature is less than or equal to the second preset temperature.

[0074] According to some embodiments of this utility model, such as Figure 4 As shown, the heat storage device 50 includes a heat storage pipe 51, which includes an insulation layer 511 and a heat-conducting layer 512. Both the heat-conducting layer 511 and the insulation layer 512 are tubular. The insulation layer 511 is fitted radially outside the heat-conducting layer 512. A gas channel 513 connected in series with the bypass pipe 40 is defined within the heat-conducting layer 512, and the heat storage medium 52 is filled between the heat-conducting layer 512 and the insulation layer 511. Specifically, the insulation layer 511 is arranged outside the heat storage medium 52, mainly to isolate the heat storage medium 52 from the external environment, reduce heat transfer, and thus improve the heat storage effect of the heat storage device 50. It should be noted that the insulation layer 511 is made of insulation material, which includes various types, such as polystyrene foam and polyurethane foam.

[0075] A heat-conducting layer 512 is disposed between the heat storage medium 52 and the gas channel 513, mainly for heat transfer. This allows the heat of the gas flowing in the gas channel 513 to be transferred through the heat-conducting layer 512 to the heat storage medium 52 for storage, or to transfer the heat stored in the heat storage medium 52 to the gas. It should be noted that the heat-conducting layer 512 is made of a heat-conducting material, which can include various materials such as copper, aluminum, and ceramics.

[0076] According to some embodiments of this utility model, such as Figure 4As shown, the heat storage medium 52 includes microcapsule phase change material. It is understood that this embodiment uses phase change material for heat storage. The phase change material has a high heat storage density, allowing more energy to be stored within a limited space, thus significantly reducing the volume of the heat storage container. Furthermore, during the heat release process, the phase change material exhibits a relatively uniform heat release temperature, approximating isothermal operation. Therefore, the use of microcapsule phase change material as the heat storage medium 52 ensures a stable temperature rise in the catalyst 30 during heating, preventing sudden overheating and extending the service life of the catalyst 30.

[0077] It should be noted that microencapsulated phase change materials are phase change materials encapsulated and filled with microcapsules. The outer shell of the microcapsule can protect the phase change material from the influence of the external environment, thereby extending the service life of the phase change material; at the same time, it can also improve the heat storage efficiency.

[0078] Optional phase change materials include a variety of materials, such as high-temperature inorganic salt materials, such as LiF-NaCl, 67LiF-33MgF2, and 74LiF-13KF-13MgF2; and high-temperature alloy phase change materials, such as silicon-aluminum alloys, 56Cu-27Si-17Mg, and 69Cu-17Zn-14P.

[0079] According to some embodiments of this utility model, such as Figure 4 As shown, the heat storage device 50 also includes a heat-conducting element 53, which is arranged within the gas channel 513 and connected to the heat-conducting layer 512 to facilitate heat exchange between the heat-conducting element 53 and the heat-conducting layer 512. It can be understood that the heat-conducting element 53 is in contact with both the heat-conducting layer 512 and the gas within the gas channel 513. This allows the heat-conducting element 53 to exchange heat with the gas and transfer the exchanged heat to the heat-conducting layer 512. Therefore, by incorporating the heat-conducting element 53, the heat exchange effect of the heat storage device 50 can be further improved.

[0080] According to some embodiments of this utility model, such as Figure 4 As shown, the heat-conducting element 53 is formed as a finned structure. Specifically, the finned structure can increase the heat exchange area, thereby improving the heat conduction effect of the heat-conducting element 53.

[0081] For example Figure 4 As shown, the fin structure includes multiple first fins extending axially along the heat storage tube 51 and multiple second fins extending radially along the heat storage tube 51, wherein the multiple first fins and multiple second fins are arranged intersectingly.

[0082] According to some embodiments of this utility model, such as Figure 1As shown, the engine waste heat recovery system 1 also includes a return pipe 71, one end of which is connected to the outlet of the catalytic converter 30, and the other end of which is adapted to connect to the intake pipe 21 of the engine body 2. It can be understood that the gas, after heat exchange in the heat storage tank 50 and the catalytic converter 30, can return to the engine body 2 through the return pipe 71, thus preheating the engine body 2 and enabling it to start quickly even in low-temperature environments.

[0083] According to some embodiments of this utility model, such as Figure 1 As shown, the engine waste heat recovery system 1 also includes an electric compressor 80, which comprises a compressor 81, a turbine 82, and a motor 83. The compressor 81 is connected in series to the intake pipe 21; the turbine 82 is connected in series to the exhaust pipe 10; and the motor 83 is connected between the compressor 81 and the turbine 82. Specifically, the motor 83 is electrically connected to the compressor 81 to drive the compressor 81 to rotate. This decouples the compressor 81 from the engine body 2's rotational speed, thereby improving the low torque characteristics and turbo lag of the engine body 2. The compressor 81 and turbine 82 are coaxially arranged, forming a supercharging system to pressurize the gas in the engine waste heat recovery system 1 pipeline, thereby increasing the gas flow rate and improving the heating effect of the heat storage tank 50 on the catalytic converter 30 and the engine body 2.

[0084] It should be noted that the motor 83 is an integrated motor-engine unit. The motor 83 and the turbine 82 are arranged coaxially. After the heat storage tank 50 finishes storing heat, when the exhaust gas energy of the engine body 2 is sufficient, the motor 83 can be switched to generator 83 mode. At this time, the exhaust gas drives the turbine 82 to rotate at high speed, which in turn drives the generator 83, which is coaxial with it, to rotate and generate electricity. The electrical energy generated by the generator 83 can be stored in the vehicle's battery or used to power the vehicle's electrical appliances.

[0085] Optionally, the engine waste heat recovery system 1 further includes an electronic control unit 90. The electronic control unit 90 is electrically connected to a first temperature sensor, a second temperature sensor, a third temperature sensor, and a first control element 63 to receive signals from these sensors. This allows the first control element 63 to switchably connect the exhaust port directly to the catalytic converter 30 via the exhaust pipe 10 or via a bypass pipe 40. Simultaneously, the electronic control unit 90 is electrically connected to a motor 83 to control the speed of the motor 83. It should be noted that the electronic control unit 90 can be the vehicle's electronic control unit 90, or it can be a separate electronic control unit 90 for the engine waste heat recovery system 1.

[0086] According to some embodiments of this utility model, such as Figure 1As shown, the turbine 82 is located upstream of the catalytic converter 30 in the gas flow direction within the exhaust pipe 10, and the bypass pipe 40 connects the turbine 82 and the catalytic converter 30. In other words, the heat storage tank 50 is arranged between the turbine 82 and the catalytic converter 30. In the gas flow direction, the turbine is positioned at the front end of the heat storage tank 50. Thus, when the vehicle restarts after the heat storage tank 50 has stored heat, all the gas that has exchanged heat with the heat storage medium 52 in the heat storage tank 50 can enter the catalytic converter 30 to heat it, thereby improving the heating efficiency of the catalytic converter 30.

[0087] It should be noted that when the vehicle is restarted after the heat storage tank 50 has stored heat, it is first driven by the starter motor 83 at idle speed. At this time, the engine block 2 is not working. Then, the vehicle's central controller controls the throttle and intake and exhaust valves to open, and at the same time starts the electric compressor 80 and controls the valve assembly 60 to work so that the exhaust port is connected to the catalytic converter 30 through the bypass pipe 40. At this time, the electric compressor 80 compresses the outside air through the throttle and air filter to the intake pipe 21 at a certain speed. Then, it flows through the intake port, cylinder block, exhaust port, exhaust pipe 10, and turbine 82 in sequence into the bypass pipe 40, where heat exchange takes place. The heat-exchanged gas enters the catalytic converter 30 to heat the catalytic converter 30.

[0088] According to some embodiments of this utility model, such as Figure 1 As shown, the engine waste heat recovery system 1 also includes a cooler 72 and a third control valve 73, which are connected in series on the return pipe 71. The outlet end of the third control valve 73 is connected to the inlet end of the compressor 81.

[0089] Specifically, the cooler 72 is mainly used to reduce the temperature of the exhaust gas recirculated from the exhaust pipe 10 into the engine body 2, thereby reducing the generation of NOx during the operation of the engine body 2. This allows for the utilization of exhaust waste heat from the engine body 2, while also contributing to energy conservation and emission reduction of the engine body 2.

[0090] The third control valve 73 is the EGR (Exhaust Gas Recirculation) valve, which is mainly used to connect or disconnect the outlet of the catalyst 30 from the intake pipe 21 to control whether the treated exhaust gas enters the engine body 2 for reuse.

[0091] According to some embodiments of this utility model, such as Figure 1As shown, the engine waste heat recovery system 1 also includes an air filter 20, which is connected in series with the intake pipe 21. Specifically, the air filter 20 is mainly used to filter dust, particulate matter and other impurities contained in the air entering the engine body 2, which can prevent these pollutants from entering the engine body 2 and causing wear or damage to the inside of the engine body 2, thereby improving the reliability and service life of the engine body 2.

[0092] An engine 100 according to a second aspect of the present invention includes: an engine body 2 and an engine waste heat recovery system 1 according to a first aspect of the present invention. The engine body 2 has an exhaust port, and an exhaust pipe 10 is connected to the exhaust port.

[0093] It should be noted that the engine body 2 also includes an air intake and an air outlet connected to the air intake. Gas enters the engine body 2 through the air intake pipe 21 and the air intake to ensure the normal operation of the engine body 2. The exhaust pipe 10 is connected to the exhaust port to discharge the exhaust gas generated by the engine body 2.

[0094] According to the present invention, the engine 100 improves the overall performance of the engine 100 by providing the waste heat recovery system 1 of the engine body 2 described in the first aspect.

[0095] The hybrid powertrain according to a third aspect of the present invention includes the engine described in a second aspect of the present invention.

[0096] The hybrid powertrain according to the present invention improves the overall performance of the hybrid powertrain by providing the engine of the second aspect embodiment described above.

[0097] The vehicle according to the fourth aspect of the present invention includes an engine 100 according to the second aspect of the present invention or a hybrid powertrain according to the third aspect of the present invention.

[0098] The vehicle according to the present invention improves the overall performance of the vehicle by providing the hybrid powertrain of the third aspect embodiment or the engine 100 according to the second aspect embodiment.

[0099] The following is for reference. Figures 1-5 An engine 100 according to a first aspect embodiment of the present invention is described.

[0100] Reference Figure 1The engine 100 includes an engine body 2 and an engine waste heat recovery system 1. The engine body 2 includes an air intake, an intake pipe 21 connected to the air intake, and an exhaust port. The engine waste heat recovery system 1 includes an exhaust pipe 10, a catalytic converter 30, an electric compressor 80, a bypass pipe 40, and a heat storage tank 50. The exhaust pipe 10 is connected to the exhaust port. The catalytic converter 30 is connected in series with the exhaust pipe 10. The electric compressor 80 includes a compressor 81, a turbine 82, and a motor 83. The compressor 81 is connected in series with the intake pipe 21. The turbine 82 is connected in series with the exhaust pipe 10. The motor 83 is connected between the compressor 81 and the turbine 82. The bypass pipe 40 is connected between the turbine 82 and the catalytic converter 30. The heat storage tank 50 is connected in series with the bypass pipe 40 and has a heat storage medium 52, which is suitable for heat exchange with the gas in the bypass pipe 40.

[0101] The engine waste heat recovery system 1 also includes a valve assembly 60 and a first control element 63. The valve assembly 60 includes a first control valve 61 and a second control valve 62. The first control element 63 is electrically connected to the first control valve 61 and the second control valve 62. Specifically, the first control valve 61 is located at the connection between the bypass pipe 40 and the exhaust pipe 10, and the second control valve 62 is located at the connection between the bypass pipe 40 and the catalyst 30. The first control valve 61 and the second control valve 62 include valve plates. When the exhaust port is directly connected to the catalyst 30 through the exhaust pipe 10, the first control element 63 controls the valve plate to block the bypass pipe 40. When the exhaust port needs to pass through the bypass pipe 40, the first control element 63 controls the valve plate of the first control valve 61 to move into the exhaust pipe 10 to block the exhaust pipe 10, and controls the valve plate of the second control valve 62 to open the bypass pipe 40.

[0102] The engine waste heat recovery system 1 further includes a second temperature sensor for detecting the temperature at the exhaust port and a third temperature sensor for detecting the temperature inside the heat storage tank 50. The second temperature sensor is electrically connected to a valve assembly 60, which is configured to connect the exhaust port to the catalytic converter 30 via a bypass pipe 40 when the temperature detected by the second temperature sensor reaches a second preset temperature. The third temperature sensor is also electrically connected to the valve assembly 60, which is configured to directly connect the exhaust port to the catalytic converter 30 via an exhaust pipe 10 when the temperature detected by the third temperature sensor reaches a third preset temperature. The second preset temperature is greater than 600°C; the third preset temperature is greater than or equal to 600°C and less than or equal to 800°C.

[0103] The engine waste heat recovery system 1 also includes: a return pipe 71, a cooler 72 and a third control valve 73. One end of the return pipe 71 is connected to the outlet end of the catalytic converter 30, and the other end of the return pipe 71 is connected to the intake pipe 21. The cooler 72 and the third control valve 73 are connected in series on the return pipe 71, and the outlet end of the third control valve 73 is connected to the inlet end of the compressor 81.

[0104] The engine waste heat recovery system 1 also includes an air filter 20 and a throttle valve, which are connected in series on the intake manifold 21.

[0105] The heat storage device 50 includes a heat storage tube 51 and a heat-conducting element 53. The heat storage tube 51 internally defines a gas channel 513 communicating with a bypass pipe 40. The heat-conducting element 53 is formed with a finned structure and is arranged within the gas channel 513, with at least one end of the heat-conducting element 53 abutting against the inner wall of the gas channel 513. The heat storage tube 51 includes an insulation layer 511 and a heat-conducting layer 512, both of which are tubular. The insulation layer 511 is fitted radially outside the heat-conducting layer 512, and a heat storage medium 52 is filled between the heat-conducting layer 512 and the insulation layer 511. Further, the heat storage medium 52 is a microencapsulated phase change material.

[0106] The following is for reference. Figure 5 A control method for an engine waste heat recovery system 1 according to a first aspect embodiment of the present invention is described.

[0107] The control method of the engine waste heat recovery system 1 mainly includes the following steps:

[0108] The heat storage tank 50 is initially heated. First, the engine block 2 is started. The first control unit 63 controls the first control valve 61 and the second control valve 62 to close the bypass valve and the catalytic converter 30, controlling the exhaust port to directly connect to the catalytic converter 30 through the exhaust pipe 10, so that the gas generated by the engine block 2 directly enters the catalytic converter 30 through the exhaust pipe 10. When the temperature detected by the first temperature sensor reaches the first preset temperature, the first control unit 63 controls the valve plate of the first control valve 61 to rotate into the exhaust pipe 10, blocking the passage between the exhaust pipe 10 and the catalytic converter 30, and opening the exhaust port and... The bypass pipe 40 is opened, and at the same time, the first control unit 63 controls the valve plate of the second control valve 62 to move to open the bypass valve and the catalyst 30. At this time, the exhaust port is connected to the catalyst 30 through the bypass pipe 40, and the gas generated by the engine body 2 enters the catalyst 30 through the bypass pipe 40. The heat storage tank 50 begins to store heat. When the temperature detected by the third temperature sensor reaches the second preset temperature, the first control unit 63 controls the first control valve 61 and the second control valve 62 to close the bypass valve and the catalyst 30. The heat storage tank 50 begins to insulate and retain heat.

[0109] The heat storage tank 50 heats the catalytic converter 30 and the engine block 2. When the vehicle is restarted, the starter motor is started first, then the throttle valve and electric compressor 80 are opened, opening the intake and exhaust ports. Then, the valve plate of the first control unit 63 rotates into the exhaust pipe 10 to block the passage between the exhaust pipe 10 and the catalytic converter 30, and open the passage between the exhaust port and the bypass pipe 40. At the same time, the first control unit 63 controls the valve plate of the second control valve 62 to move to open the passage between the bypass valve and the catalytic converter 30, so that the gas can pass through the bypass pipe 40 and exchange heat with the heat storage tank 50 to preheat the catalytic converter 30. Meanwhile, the central controller determines whether the engine block 2 is cold-started. When the engine block 2 is determined to be cold-started, the third control valve 73 is opened, the throttle valve is closed, and the cooler 72 is not working. At this time, due to the pumping action of the electric compressor 80, the heat-exchanged gas enters the engine block 2 through the return pipe 71 to heat the engine block 2 cylinder.

[0110] The heat storage tank 50 is heated again. When the temperature of the first temperature sensor reaches the first preset temperature, the first control unit 63 controls the first control valve 61 and the second control valve 62 to close the passage between the bypass valve and the catalyst 30, controls the exhaust port to be directly connected to the catalyst 30 through the exhaust pipe 10, then starts the engine body 2, controls the throttle to open, and enters the next heat storage process of the heat storage tank 50.

[0111] According to the engine waste heat recovery system 1 of this utility model embodiment, by setting a heat storage device 50 on the bypass pipe 40, the catalyst 30 can be preheated during vehicle cold start, thereby shortening the time for the catalyst to reach the ignition temperature, thus reducing the amount of pollutants emitted during cold start and contributing to environmental protection.

[0112] 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.

[0113] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0114] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0115] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "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. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0116] 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 waste heat recovery system (1), characterized in that, include: An exhaust pipe (10) is adapted to be connected to the exhaust port of the engine body (2); Catalyst (30), said catalyst (30) being connected in series to said exhaust pipe (10); A bypass pipe (40) adapted to connect between the exhaust port and the catalyst (30); A heat storage device (50) is connected in series with the bypass pipe (40), the heat storage device (50) has a heat storage medium (52) adapted to exchange heat with the gas in the bypass pipe (40).

2. The engine waste heat recovery system (1) according to claim 1, characterized in that, Also includes: A valve assembly (60) is arranged on the exhaust pipe (10) and / or the bypass pipe (40) for controlling the exhaust port to be switchably connected to the catalyst (30) directly through the exhaust pipe (10) or to the catalyst (30) through the bypass pipe (40).

3. The engine waste heat recovery system (1) according to claim 2, characterized in that, The valve assembly (60) includes a first control valve (61) for controlling the opening and closing of the exhaust pipe (10) or the bypass pipe (40).

4. The engine waste heat recovery system (1) according to claim 3, characterized in that, The valve assembly (60) further includes a second control valve (62), wherein the first control valve (61) and the second control valve (62) are respectively connected to the air inlet and air outlet of the heat storage tank (50).

5. The engine waste heat recovery system (1) according to claim 2, characterized in that, Also includes: A first control element (63) is electrically connected to the valve assembly (60).

6. The engine waste heat recovery system (1) according to claim 5, characterized in that, The valve assembly includes a first control valve (61) and a second control valve (62). The first control valve (61) and the second control valve (62) are respectively connected to the inlet and outlet of the heat storage tank (50). The first control element (63) is electrically connected to the first control valve (61) and the second control valve (62) to control the first control valve (61) and the second control valve (62) to open and close synchronously. When the first control valve (61) and the second control valve (62) are opened synchronously, the exhaust port is connected to the catalyst (30) through the bypass pipe (40). When the first control valve (61) and the second control valve (62) are closed synchronously, the exhaust port is directly connected to the catalyst (30) through the exhaust pipe (10).

7. The engine waste heat recovery system (1) according to claim 2, characterized in that, Also includes: A first temperature sensor is used to detect the temperature inside the catalyst (30). The first temperature sensor is electrically connected to the valve assembly (60). The valve assembly (60) is configured to connect the exhaust port to the catalyst (30) through the bypass pipe (40) when the temperature detected by the first temperature sensor reaches a first preset temperature. The first preset temperature is greater than the catalyst ignition temperature inside the catalyst (30).

8. The engine waste heat recovery system (1) according to claim 2, characterized in that, Also includes: A second temperature sensor is used to detect the temperature at the exhaust port. The second temperature sensor is electrically connected to the valve assembly (60). The valve assembly (60) is configured to connect the exhaust port to the catalyst (30) through the bypass pipe (40) when the temperature detected by the second temperature sensor reaches a second preset temperature. The second preset temperature is greater than the ignition temperature of the catalyst in the catalyst (30).

9. The engine waste heat recovery system (1) according to claim 8, characterized in that, The second preset temperature is greater than 600℃.

10. The engine waste heat recovery system (1) according to claim 2, characterized in that, Also includes: A third temperature sensor for detecting the temperature inside the heat storage tank (50) is electrically connected to the valve assembly (60). The valve assembly (60) is configured to: when the temperature detected by the third temperature sensor reaches a third preset temperature, allow the exhaust port to be directly connected to the catalyst (30) through the exhaust pipe (10). The third preset temperature is greater than or equal to 600°C and less than or equal to 800°C.

11. The engine waste heat recovery system (1) according to any one of claims 1-10, characterized in that, The heat storage device (50) includes a heat storage tube (51), which includes an insulation layer (511) and a heat-conducting layer (512). Both the heat-conducting layer (512) and the insulation layer (511) are formed in a tubular shape. The insulation layer (511) is sleeved on the radial outer side of the heat-conducting layer (512). A gas channel (513) connected in series with the bypass pipe (40) is defined in the heat-conducting layer (512), and the heat storage medium (52) is filled between the heat-conducting layer (512) and the insulation layer (511).

12. The engine waste heat recovery system (1) according to claim 11, characterized in that, The heat storage medium (52) includes microcapsule phase change materials.

13. The engine waste heat recovery system (1) according to claim 11, characterized in that, The heat storage device (50) further includes a heat-conducting element (53), which is arranged in the gas channel (513) and connected to the heat-conducting layer (512) so that the heat-conducting element (53) and the heat-conducting layer (512) exchange heat.

14. The engine waste heat recovery system (1) according to claim 13, characterized in that, The heat-conducting component (53) is formed as a finned structure.

15. The engine waste heat recovery system (1) according to any one of claims 1-10, characterized in that, Also includes: The return pipe (71) is connected at one end to the outlet of the catalyst (30) and at the other end to the intake pipe (11) of the engine body (2).

16. The engine waste heat recovery system (1) according to claim 15, characterized in that, Also includes: An electric air compressor (80), said electric air compressor (80) comprising: A compressor (81) is connected in series with the intake pipe (11); A turbine (82) is connected in series with the exhaust pipe (10); An electric motor (83) is connected between the compressor (81) and the turbine (82).

17. The engine waste heat recovery system (1) according to claim 16, characterized in that, The turbine (82) is located upstream of the catalyst (30) in the gas flow direction within the exhaust pipe (10), and the bypass pipe (40) is connected between the turbine (82) and the catalyst (30).

18. The engine waste heat recovery system (1) according to claim 16, characterized in that, It also includes a cooler (72) and a third control valve (73), wherein the cooler (72) and the third control valve (73) are connected in series on the return pipe (71), and the outlet end of the third control valve (73) is connected to the inlet end of the compressor (81).

19. The engine waste heat recovery system (1) according to claim 15, characterized in that, Also includes: An air filter (20) is connected in series with the air intake pipe (11).

20. An engine (100), characterized in that, include: The engine body (2) and the engine waste heat recovery system (1) according to any one of claims 1-19, wherein the engine body (2) has an exhaust port and the exhaust pipe (10) is connected to the exhaust port.

21. A hybrid powertrain, characterized in that, Includes the engine (100) according to claim 20.

22. A vehicle, characterized in that, Includes the engine (100) according to claim 20 or the hybrid powertrain according to claim 21.

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