Drive assembly and vehicle having the same

Abstract

The present invention discloses a drive assembly and a vehicle having the same, wherein the drive assembly comprises: an engine; a speed increaser, the input end of which is connected to the engine; a generator, a drive motor and an energy storage device, the generator being connected to the output end of the speed increaser; an integrated motor controller, the integrated motor controller being installed on the generator, and the integrated motor controller being connected to the generator, the drive motor and the energy storage device respectively. The drive assembly according to the present invention has the advantages of light weight, compact structure, high space utilization and low energy consumption.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a drive assembly and a vehicle having the same. Background Art

[0002] The drive assembly in the related technology usually includes an integrated motor controller, a speed increaser and a generator. With this arrangement, the integrated motor controller and the drive integrated motor controller not only take up more space in the vehicle and have low space utilization, but also affect the efficiency of energy conversion in the entire power generation and drive process, and the collaborative efficiency of the engine and drive motor is poor. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a drive assembly having the advantages of light weight, compact structure, high space utilization and low energy consumption.

[0004] In order to achieve the above-mentioned purpose, a drive assembly is proposed according to a first aspect embodiment of the present invention, comprising: an engine; a speed increaser, wherein the input end of the speed increaser is connected to the engine; a generator, a drive motor and an energy storage device, wherein the generator is connected to the output end of the speed increaser; and an integrated motor controller, wherein the integrated motor controller is installed on the generator, and the integrated motor controller is respectively connected to the generator, the drive motor and the energy storage device.

[0005] The drive assembly according to the embodiment of the present invention has the advantages of light weight, compact structure, high space utilization and low energy consumption.

[0006] According to some embodiments of the present invention, the generator includes: a casing; a first end cover, the first end cover is installed at one end of the casing to cover the one end of the casing, and the first end cover is provided with a rotor bearing chamber; a second end cover, the second end cover is installed at the other end of the casing to cover the other end of the casing; a stator and a rotor, the stator and the rotor are installed in the casing and the rotor is rotatable relative to the stator; a rotor bearing, the rotor bearing is sleeved on the rotor and is arranged in the rotor bearing chamber. Wherein, the integrated motor controller is installed on the first end cover and the second end cover.

[0007] According to some embodiments of the present invention, the second end cover is constructed with a controller mounting position and a controller interface, the second end cover is installed with a first terminal block and a second terminal block, and the controller interface is connected to the first terminal block and the second terminal block respectively; the integrated motor controller is installed on the controller mounting position through the first terminal block and the second terminal block, and the integrated motor controller has a generator control module and a drive motor control module, the controller interface introduces terminals of the generator control module and terminals of the drive motor control module, the first terminal block is connected to the terminals of the generator control module and the terminals of the stator and electrically connects the two, and the second terminal block is connected to the terminals of the drive motor control module and the wiring harness of the drive motor and electrically connects the two.

[0008] According to some embodiments of the present invention, the second end cover is configured with a sealing groove arranged around the controller interface, a sealing ring is installed in the sealing groove, and the sealing ring seals the gap between the integrated motor controller and the second end cover.

[0009] According to some embodiments of the present invention, the rotor bearing chamber is equipped with a bearing sleeve, the bearing sleeve is provided with the rotor bearing, and the thermal expansion coefficient of the bearing sleeve is closer to the thermal expansion coefficient of the rotor bearing of the generator than the thermal expansion coefficient of the end cover.

[0010] According to some embodiments of the present invention, the first end cover is constructed with a generator mounting ring and a plurality of reinforcing ribs, the generator mounting ring surrounds the rotor bearing chamber, the generator mounting ring is constructed with a generator housing mounting structure, and the plurality of reinforcing ribs are respectively connected to the generator mounting ring and are arranged at intervals along the circumference of the rotor bearing chamber.

[0011] According to some embodiments of the present invention, the engine includes: an intake manifold; an intercooler, the intercooler having a first air inlet and an air outlet, the air outlet being connected to the intake manifold; and a throttle, the throttle being arranged at the first air inlet.

[0012] According to some embodiments of the present invention, the engine further includes: an engine block, the intake manifold being connected to the engine block; a cylinder head, the cylinder head cover being arranged above the engine block, and a mounting bracket being arranged on the cylinder head; wherein, in the up and down direction, the intercooler is located above the intake manifold, and the mounting bracket is fixedly connected to the intercooler and / or the throttle valve.

[0013] According to some embodiments of the present invention, the intercooler includes: an intercooler body; an air inlet cavity and an air outlet cavity, the intercooler body is arranged between the air inlet cavity and the air outlet cavity and is respectively connected to the air inlet cavity and the air outlet cavity, the first air inlet is opened in the air inlet cavity, and the air outlet is opened in the air outlet cavity.

[0014] According to some embodiments of the present invention, the air storage capacity of the intercooler body is V1, and V1 satisfies the relationship: 1200ml≤V1≤1300ml.

[0015] According to some embodiments of the present invention, the air intake cavity is provided with a first air intake section, a second air intake section and a third air intake section which are connected in sequence, the first air intake section is connected to the first air inlet, the third air intake section is connected to the intercooler body for uniformly guiding the gas into the intercooler body, the cross-sectional area of ​​the third air intake section is larger than the cross-sectional area of ​​the first air intake section, and the cross-sectional area of ​​the second air intake section gradually increases from the first air intake section to the third air intake section.

[0016] According to some embodiments of the present invention, the distance between the front side wall and the rear side wall of the second air intake section gradually increases from right to left, and the angle between the front side wall and the rear side wall of the second air intake section is α, and α satisfies the relationship: 50°≤α≤70°.

[0017] According to some embodiments of the present invention, a first air outlet section, a second air outlet section and a third air outlet section which are connected in sequence are provided in the air outlet cavity, the first air outlet section is connected to the air outlet, the third air outlet section is connected to the intercooler body, so as to evenly guide the gas into the intake manifold, the cross-sectional area of ​​the third air outlet section is smaller than the cross-sectional area of ​​the first air outlet section, and the cross-sectional area of ​​the second air outlet section gradually decreases from the first air outlet section to the third air outlet section.

[0018] According to some embodiments of the present invention, the distance between the front side wall and the rear side wall of the second air outlet section gradually decreases from right to left, and the angle between the rear side wall of the second air outlet section and the cross section of the air outlet cavity is β, and β satisfies the relationship: 20°≤β≤40°.

[0019] According to some embodiments of the present invention, the distance between the upper side wall and the lower side wall of the second air outlet section gradually decreases from right to left, and the angle between the upper side wall and the lower side wall of the second air outlet section is γ, and γ satisfies the relationship: 25°≤γ≤35°.

[0020] According to some embodiments of the present invention, the drive assembly also includes: an elastic support member, the intake manifold includes an upper manifold plate and a lower manifold plate, the upper manifold plate is arranged above the lower manifold plate, the upper manifold plate is provided with a first mounting portion, the lower manifold plate is provided with a second mounting portion, the first mounting portion is higher than the second mounting portion, the intercooler is arranged above the upper manifold plate and is respectively connected and fixed to the first mounting portion and the second mounting portion, and the elastic support member is arranged on the upper manifold plate and elastically abuts against the intercooler.

[0021] According to some embodiments of the present invention, a pressure-stabilizing chamber and an intake duct are provided in the intake manifold, one end of the intake duct is connected to the pressure-stabilizing chamber and the other end is connected to the engine, the bottom wall of the intake duct includes a first wall section, the first wall section is connected to the bottom wall of the pressure-stabilizing chamber and is inclined downward relative to the bottom wall of the pressure-stabilizing chamber, an angle δ is formed between the first wall section and the bottom wall of the pressure-stabilizing chamber, 2°≤δ≤5°.

[0022] According to some embodiments of the present invention, the bottom wall of the air inlet duct also includes a second wall segment, which is connected to a side of the first wall segment away from the pressure stabilizing chamber, and the second wall segment is inclined downward relative to the first wall segment, and an angle ε is formed between the second wall segment and the first wall segment, 24°≤ε≤26.

[0023] According to some embodiments of the present invention, the volume of the pressure stabilizing chamber is V2, and V2 satisfies the relationship: 1L<V2<1.2L.

[0024] According to some embodiments of the present invention, the length of the air inlet duct is L, and L satisfies the relationship: 70 mm < L < 80 mm.

[0025] According to some embodiments of the present invention, the pressure stabilizing chamber is provided with: an impact partition, the impact partition is located in the pressure stabilizing chamber to collide with the intake air to reduce the generation of condensed water;

[0026] A guide portion is arranged in the pressure stabilizing chamber to guide condensed water in the pressure stabilizing chamber to the air inlet duct.

[0027] According to some embodiments of the present invention, the impact partition is an impact grid, the pressure stabilizing chamber is provided with a second air inlet, and the impact grid corresponds to the second air inlet so as to collide with the intake air to reduce the generation of condensed water; the guide portion includes a plurality of guide baffles, and there are multiple air inlet ducts, each of the guide baffles is extended in the direction of the air inlet duct, and the multiple guide baffles guide the condensed water in the pressure stabilizing chamber to the multiple air inlet ducts.

[0028] According to some embodiments of the present invention, the drive assembly also includes: an air filter, which is connected to an intake pipe; a mixing valve, whose intake end is connected to the intake pipe, whose outlet end is connected to the throttle valve, and whose negative pressure at the outlet end is greater than the negative pressure at the intake end of the mixing valve; and a first ventilation pipe, whose one end is connected to the crankcase of the engine, and whose other end is connected to the intake pipe.

[0029] According to some embodiments of the present invention, the drive assembly also includes: a ventilation valve, wherein the one end of the first ventilation pipe is connected to the crankcase through the ventilation valve; a second ventilation pipe, wherein one end of the second ventilation pipe is connected to the ventilation valve, the other end of the second ventilation pipe is connected to the intercooler, and the ventilation load of the second ventilation pipe is less than the ventilation load of the first ventilation pipe.

[0030] According to some embodiments of the present invention, the height of the first ventilation pipe gradually decreases from the one end to the other end thereof; and / or the height of the second ventilation pipe gradually decreases from the one end to the other end thereof.

[0031] According to some embodiments of the present invention, the drive assembly further includes: a thermal insulation jacket, the thermal insulation jacket is sleeved on the first ventilation pipe, and the wall thickness of the thermal insulation jacket is 3 mm to 5 mm.

[0032] According to some embodiments of the present invention, the engine includes: a cylinder head cover, which is connected to the crankcase; and an air supply check valve, which is arranged on the cylinder head cover and is respectively connected to the air filter and the cylinder head cover.

[0033] According to some embodiments of the present invention, the drive assembly further includes: a supercharger, the mixing valve is connected to the throttle valve via the supercharger; an exhaust gas recirculation valve, the exhaust gas recirculation valve is connected to the throttle valve via the supercharger, and the exhaust gas recirculation valve is connected to an exhaust manifold of the engine.

[0034] According to a second aspect of the present invention, a vehicle is provided, comprising the drive assembly according to the first aspect of the present invention.

[0035] The vehicle according to the second embodiment of the present invention, by utilizing the drive assembly according to the first embodiment of the present invention, has the advantages of light weight, compact structure, high space utilization and low energy consumption.

[0036] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0038] Figure 1 Schematic diagram of the structure of an engine of a drive assembly according to an embodiment of the present invention.

[0039] Figure 2 Schematic diagram of the structure of an intake manifold of an engine according to an embodiment of the present invention.

[0040] Figure 3 is a schematic structural diagram of an air intake cavity of an intercooler according to an embodiment of the present invention.

[0041] Figure 4 is a schematic structural diagram of an air outlet cavity of an intercooler according to an embodiment of the present invention.

[0042] Figure 5 is another structural schematic diagram of the air intake cavity of the intercooler according to an embodiment of the present invention.

[0043] Figure 6 is a schematic structural diagram of an intake manifold according to an embodiment of the present invention.

[0044] Figure 7 2 is a schematic structural diagram of an intake manifold from another perspective according to an embodiment of the present invention.

[0045] Figure 8 is a cross-sectional view of an intake manifold according to an embodiment of the present invention.

[0046] Fig. 9 Schematic diagram of the structure of the impact grid and the guide baffle of the intercooler according to an embodiment of the present invention.

[0047] Fig.10 3 is a schematic structural diagram of an intake manifold from another perspective according to an embodiment of the present invention.

[0048] Fig.11 is an exploded view of a generator according to an embodiment of the present invention.

[0049] Fig.12 is a schematic structural diagram of a generator according to an embodiment of the present invention.

[0050] Fig.13 is a schematic structural diagram of a second end cover according to an embodiment of the present invention.

[0051] Fig.14 is a schematic structural diagram of a first end cover according to an embodiment of the present invention.

[0052] Fig.15 Schematic diagram of the connection of a drive assembly according to an embodiment of the present invention.

[0053] Fig.16 is a schematic diagram of a drive assembly according to an embodiment of the present invention.

[0054] Reference numerals:

[0055] 1. Drive assembly;

[0056] 100, engine; 110, intake manifold; 111, upper manifold plate; 112, first mounting portion; 113, lower manifold plate; 114, second mounting portion; 115, pressure stabilizing chamber; 116, impact grid; 117, guide baffle; 118, second air inlet; 119, air inlet duct; 119a, first wall section; 119b, second wall section; 120, intercooler; 121, first air inlet; 122, air outlet; 123, Intercooler body; 124, air intake cavity; 125, first air intake section; 126, second air intake section; 127, third air intake section; 128, air outlet cavity; 128a, first air outlet section; 128b, second air outlet section; 128c, third air outlet section; 130, throttle valve; 140, engine block; 150, cylinder head; 151, mounting bracket; 160, cylinder head cover; 170, air supply check valve; 180, crankcase;

[0057] 300, generator; 310, housing; 320, first end cover; 321, rotor bearing chamber; 322, bearing sleeve; 323, generator mounting ring; 324, reinforcing rib; 330, second end cover; 331, controller mounting position; 332, controller interface; 333, first terminal block; 334, second terminal block; 335, sealing groove; 340, stator; 350, rotor;

[0058] 500, integrated motor controller; 600, elastic support member; 610, air filter; 611, air intake pipe; 700, mixing valve; 710, air outlet; 720, air intake; 800, first air vent; 810, air valve; 820, second air vent; 830, thermal insulation jacket; 840, supercharger; 850, exhaust gas recirculation valve;

[0059] 900, driving motor; 910, speed increaser; 911, input end; 912, output end; 913, first gear; 914, second gear; 920, energy storage device. DETAILED DESCRIPTION

[0060] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0061] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0062] In the description of the present invention, "first feature" or "second feature" may include one or more of the features.

[0063] In the description of the present invention, "plurality" means two or more.

[0064] The drive assembly 1 according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

[0065] like Figure 1-Figure 16 As shown, the drive assembly 1 according to the embodiment of the present invention includes an engine 100, a speed increaser 910, a generator 300, a drive motor 900, an energy storage device 920 and an integrated motor controller 500. The energy storage device 920 may be a battery pack.

[0066] The input end 911 of the speed increaser 910 is connected to the engine 100, the generator 300 is connected to the output end 912 of the speed increaser 910, and the integrated motor controller 500 is installed on the generator 300, and the integrated motor controller 500 is respectively connected to the generator 300, the drive motor 900 and the energy storage device 920.

[0067] That is to say, the generator 300 can be connected to the engine 100 through the speed increaser 910. When the output speed of the engine 100 is low, the power output by the engine 100 is first accelerated by the speed increaser 910 and then transmitted to the generator 300. The output speed of the speed increaser 910 is greater than the output speed of the engine 100. At the same time, the output torque of the speed increaser 910 is less than the output torque of the engine 100, that is, the speed increaser 910 has the function of increasing speed and reducing torque, so that the input speed of the generator 300 can be in the high-efficiency working range of the generator 300, thereby avoiding the mismatch between the output speed of the engine 100 and the high-efficiency zone of the generator 300, improving system efficiency, and helping to reduce fuel consumption.

[0068] For example, the input end 911 of the speed increaser 910 is connected to the first gear 913 , the output end 912 of the speed increaser 910 is connected to the second gear 914 , the first gear 913 and the second gear 914 are meshed, and the diameter of the first gear 913 is greater than the diameter of the second gear 914 .

[0069] In addition, the integrated motor controller 500 is installed on the generator 300, and the integrated motor controller 500 is respectively connected to the generator 300, the drive motor 900, and the energy storage device 920. In other words, the same integrated motor controller 500 controls the generator 300 and the drive motor 900 at the same time. The generator 300 and the drive motor 900 can be two motors arranged separately. By controlling the generator 300 and the drive motor 900 through one integrated motor controller 500, the number of parts of the drive assembly 1 can be reduced, and the weight is lighter.

[0070] Furthermore, the integrated motor controller 500 is integrated into the generator 300, and the structure of the generator 300 and the integrated motor controller 500 is more compact and more reliable, and at the same time, the volume of the generator 300, the drive motor 900 and the integrated motor controller 500 is smaller. In other words, the drive assembly 1 can be more compact, further reducing the space occupied by the drive assembly 1, making installation easier, and the integrated motor controller 500 is fixed by the housing of the generator 300, and the connection and fixation of the integrated motor controller 500 is also more reliable.

[0071] The drive assembly 1 of the present invention increases the range of the engine 100 through the speed increaser 910. When the vehicle is running at high speed, the generator 300 and the drive motor 900 can cooperate to drive the vehicle, avoiding the situation where the engine 100 drives the vehicle alone. In this way, the power of the engine 100 can be appropriately reduced, thereby reducing the intake volume of the engine 100, thereby reducing the required cooling amount of the exhaust gas of the engine 100.

[0072] For example, the generator 300 can be directly connected to the drive motor 900, and the electricity generated by the generator 300 can be directly used by the drive motor 900, or the generator 300 can be connected to the energy storage device 920, and the electricity generated by the generator 300 is stored in the energy storage device 920, and the drive motor 900 is powered by the energy storage device 920, and the drive motor 900 can be used to drive the vehicle to move. In addition, when the engine 100 drives the vehicle to travel, the excess power output can drive the generator 300 to generate electricity, which can not only keep the engine 100 in a high-efficiency working range, but also reduce the energy consumption of the vehicle and improve the endurance of the vehicle.

[0073] As such, the drive assembly 1 according to the embodiment of the present invention has the advantages of light weight, compact structure, high space utilization and low energy consumption.

[0074] In some specific embodiments of the present invention, Fig.11 and Fig.12 As shown, the generator 300 includes a casing 310 , a first end cover 320 , a second end cover 330 , a stator 340 , a rotor 350 , and a bearing of the rotor 350 .

[0075] The first end cover 320 is installed at one end of the housing 310 to cover the one end of the housing 310, and the first end cover 320 is provided with a rotor bearing chamber 321. The second end cover 330 is installed at the other end of the housing 310 to cover the other end of the housing 310. The stator 340 and the rotor 350 are installed in the housing 310 and the rotor 350 is rotatable relative to the stator 340. The rotor 350 bearing sleeve 322 is provided on the rotor 350 and is provided in the rotor bearing chamber 321. Among them, the integrated motor controller 500 is installed on the first end cover 320 and the second end cover 330.

[0076] The first end cover 320 may be configured with a generator housing mounting structure, and the first end cover 320 is suitable for being mounted on one end of the casing 310 through the generator housing mounting structure to cover the one end of the casing 310 .

[0077] Specifically, the second end cover 330 and the first end cover 320 respectively cover the opposite ends of the casing 310 of the generator 300, and the second end cover 330 and the first end cover 320 can be fixedly connected to the casing 310 of the generator 300 by bolts. The rotor 350 can rotate relative to the rotor bearing chamber 321 through the rotor 350 bearing, thereby reducing the rotational friction of the rotor 350, and the stator 340 can be installed in the casing 310 by interference fit.

[0078] Among them, the rotor 350 can include a rotating shaft, a rotor 350 core, a magnetic isolation baffle, etc. The rotor 350 core is pressed onto the rotating shaft, and the rotor 350 bearing sleeve 322 is arranged on the rotating shaft. The rotating shaft can be matched with the rotating shaft of the speed increaser through a spline. The speed increaser drives the rotor 350 of the generator 300 to rotate through the spline, so that the stator 340 of the generator 300 cuts the magnetic lines to generate current.

[0079] In some specific embodiments of the present invention, Fig.13 As shown, the second end cover 330 is configured with a controller installation position 331 and a controller interface 332 , and the second end cover 330 is installed with a first wiring seat 333 and a second wiring seat 334 .

[0080] The controller interface 332 is connected to the first terminal block 333 and the second terminal block 334 respectively. The integrated motor controller 500 is installed on the controller installation position 331 through the first terminal block 333 and the second terminal block 334. The integrated motor controller 500 has a generator control module and a drive motor control module. The controller interface 332 introduces the terminals of the generator control module and the terminals of the drive motor control module. The first terminal block 333 is connected to the terminals of the generator control module and the terminals of the stator 340 and electrically connects the two. The second terminal block 334 is connected to the terminals of the drive motor control module and the wiring harness of the drive motor 900 and electrically connects the two.

[0081] That is to say, the integrated motor controller 500 can be connected to the first terminal block 333 through the controller interface 332, and the integrated motor controller 500 can also be connected to the second terminal block 334 through the controller interface 332. Moreover, the terminals of the generator control module can be connected to the terminals of the stator 340 through the first terminal block 333, and the terminals of the drive motor control module can be connected to the wiring harness of the drive motor 900 through the second terminal block 334. In this way, the positions of the terminals of the generator control module and the terminals of the drive motor control module are not easy to interfere with each other, and the connection is more convenient.

[0082] For example, the second end cover 330 may be configured with a first wiring cavity and a second wiring cavity, the first wiring seat 333 is located in the first wiring cavity and communicates with the controller interface 332 , and the second wiring seat 334 is located in the second wiring cavity and communicates with the controller interface 332 .

[0083] In this way, by arranging the first terminal block 333 in the first wiring cavity and the second terminal block 334 in the second wiring cavity, the first terminal block 333 and the second terminal block 334 will not increase the volume of the second end cover 330, which is conducive to miniaturization of the second end cover 330 and makes its structure more compact. In addition, the first wiring cavity can accommodate and protect the first terminal block 333, and the second wiring cavity can accommodate and protect the second terminal block 334, so as to avoid the first terminal block 333 and the second terminal block 334 being exposed to the outside, and the safety of the electrical connection is higher. In addition, there is no need for high-voltage line speed connection between the integrated motor controller 500 and the generator 300, which can reduce costs.

[0084] In addition, two mounting threaded holes for fixing the integrated motor controller 500 are respectively provided on the first end cover 320 and the second end cover 330. The two threaded holes are respectively located at the two ends of the second end cover 330 and the first end cover 320, and the integrated motor controller 500 can be fixed on the first end cover 320 and the second end cover 330 by four M12x35 bolts.

[0085] Thus, the generator control module can be electrically connected to the three-phase terminals of the generator 300, the drive motor control module can be electrically connected to the high-voltage wiring harness of the drive motor 900, the generator control module can control the operation of the generator 300, and the drive motor control module can control the operation of the drive motor. In this way, the generator 300 and the drive motor 900 are controlled by the same integrated motor controller 500, and the generator 300 and the drive motor 900 can be two separately arranged motors. The integrated motor controller 500 can control the generator 300 and the drive motor 900, reducing the number of parts of the integrated motor controller 500, lowering the cost and reducing the weight.

[0086] In some specific embodiments of the present invention, Fig.13 As shown, the second end cover 330 is configured with a sealing groove 335 arranged around the controller interface 332, and a sealing ring is installed in the sealing groove 335, and the sealing ring seals the gap between the integrated motor controller 500 and the second end cover 330. The sealing ring can be an O-ring.

[0087] For example, the width of the sealing groove 335 can be 3 mm and the depth can be 1.8 mm. The sealing groove 335 can extend along the circumference of the controller interface 332. The sealing ring in the sealing groove 335 can seal between the integrated motor controller 500 and the second end cover 330. The sealing groove 335 can be used to pre-position the installation of the sealing ring, which makes installation more convenient and increases the sealing reliability of the sealing ring.

[0088] In some specific embodiments of the present invention, Fig.14 As shown, the rotor bearing chamber 321 is installed with a bearing sleeve 322, and the bearing sleeve 322 is sleeved with the rotor 350 bearing. The thermal expansion coefficient of the bearing sleeve 322 is closer to the thermal expansion coefficient of the rotor 350 bearing of the generator 300 than the thermal expansion coefficient of the end cover.

[0089] For example, the thermal expansion coefficient of the bearing sleeve 322 is similar to or the same as the thermal expansion coefficient of the rotor 350 bearing of the generator 300. The bearing sleeve 322 and the generator 300 can be made of the same material. For example, the bearing sleeve 322 can be made of steel material, the rotor 350 bearing can be made of steel material, and the first end cover 320 for the range extender can be made of aluminum material, thereby eliminating the adverse effects of the rotor bearing chamber 321 and the rotor 350 bearing caused by different materials.

[0090] In this way, even if the generator 300 is working under high speed conditions for a long time and the temperature of the rotor bearing chamber 321 is high, the dimensional expansion of the bearing sleeve 322 and the dimensional expansion of the outer ring of the rotor 350 bearing can still be similar or the same, and the bearing sleeve 322 and the outer ring of the rotor 350 bearing can always maintain a stable and reliable fit, thereby avoiding an excessive gap between the outer ring of the rotor 350 bearing and the bearing sleeve 322, and avoiding excessive axial displacement of the outer ring of the rotor 350 bearing, thereby reducing the probability of damage to the rotor 350 bearing and ensuring the normal use of the generator 300.

[0091] In some specific embodiments of the present invention, the first end cover 320 is configured with a generator mounting ring 323 and a plurality of reinforcing ribs 324 .

[0092] The generator mounting ring 323 surrounds the rotor bearing chamber 321 . The generator mounting ring 323 is configured with a generator housing mounting structure. A plurality of reinforcing ribs 324 are respectively connected to the generator mounting ring 323 and are arranged at intervals along the circumference of the rotor bearing chamber 321 .

[0093] Specifically, the generator mounting ring 323 can protrude from the side of the first end cover 320 facing the generator 300. By setting the generator mounting ring 323, the assembly of the generator 300 and the first end cover 320 can be pre-positioned, thereby simplifying the assembly steps between the first end cover 320 and the first end cover 320 of the generator 300, and the assembly is more convenient. Moreover, the generator mounting ring 323 can also surround the rotor bearing chamber 321 from the circumference of the rotor bearing chamber 321, and then cover the rotor bearing chamber 321 from the circumference of the rotor bearing chamber 321, which is beneficial to protecting the rotor bearing chamber 321 and avoiding interference between other components and the rotor 350 bearing.

[0094] Furthermore, by providing a plurality of reinforcing ribs 324, the structural strength of the rotor bearing chamber 321 and the structural strength of the generator mounting ring 323 can be improved, the load-bearing capacity of the rotor bearing chamber 321 is stronger, and the load-bearing capacity of the generator mounting ring 323 is also stronger, and the connection strength between the generator mounting ring 323 and the first end cover 320 can be improved, so that the rotor bearing chamber 321 is not easily deformed or damaged, so as to extend the service life of the first end cover 320, and the generator mounting ring 323 fixes the casing 310 of the generator 300 more reliably, which is beneficial to improve the connection strength between the casing 310 of the generator 300 and the first end cover 320.

[0095] In some specific embodiments of the present invention, Figure 1-Figure 10 and Fig.15 As shown, the engine 100 includes an intake manifold 110 , an intercooler 120 , and a throttle valve 130 .

[0096] The intercooler 120 has a first air inlet 121 and an air outlet 122 , and the air outlet 122 is communicated with the intake manifold 110 .

[0097] Therefore, since the temperature of the exhaust gas discharged by the engine 100 is relatively high, and the supercharging of the supercharger 840 described below will increase the temperature of the intake air, and the density of the air will increase during the compression process, which also causes the temperature of the air discharged by the supercharger 840 to increase. As the air pressure increases, the oxygen density decreases, which greatly affects the effective combustion efficiency of the engine 100. Therefore, the intercooler 120 is used to cool the exhaust gas, and then the cooled air enters the engine cylinder 140 through the intake manifold 110, and is mixed with the fuel to burn and release energy, which can greatly reduce the heat load of the engine 100, increase the intake volume, and then improve the effective combustion efficiency of the engine 100, thereby improving the power performance of the vehicle. In addition, the outlet 122 of the intercooler 120 is directly connected to the intake manifold 110, so that the structure formed by the intercooler 120 and the intake manifold 110 can be highly integrated, which is more conducive to arranging the intercooler 120 in the cabin of the engine 100 with limited space.

[0098] In addition, the throttle valve 130 is arranged at the first air inlet 121, which can control the intake amount of the first air inlet 121, and then can more accurately control the intake gas amount entering the intercooler 120, so that the intake amount of the intercooler 120 is close to or even the same as the demand of the engine 100, thereby ensuring that the air entering the intake manifold 110 can be fully burned, effectively improving the effective combustion efficiency of the engine 100, and greatly reducing fuel consumption.

[0099] Moreover, compared with the existing engine, the engine 100 of the present invention can control the intake volume of the intercooler 120 through the throttle 130 according to different working conditions and different intake volume requirements to meet different requirements. In addition, such a configuration reduces the amount of gas that needs to be cooled by the intercooler 120, thereby reducing the volume of the intercooler 120, making the layout of the engine 100 more compact, meeting the cabin space layout requirements of a smaller engine 100 and providing greater convenience for the freedom of vehicle design.

[0100] In addition, the throttle valve 130 can be installed between the intake pipe 611 and the intercooler 120, making full use of the layout space between the intake pipe 611 and the intercooler 120 without increasing the overall height. By adjusting the opening of the throttle valve 130, the intake amount entering the intercooler 120 can be adjusted to just meet the intake amount required by the engine 100. In this way, there will be no problem of wasting the internal space of the intercooler 120, making the volume of the intercooler 120 relatively small, so as to better match the layout in the engine compartment of the engine 100.

[0101] In addition, a flange structure is formed at the edge of the first air inlet 121 of the intercooler 120, and one end of the throttle 130 forms a flange structure that matches the edge of the first air inlet 121, so that one end of the throttle 130 is fixedly connected to the edge of the first air inlet 121 through the flange.

[0102] In some specific embodiments of the present invention, Figure 1 As shown, the engine 100 also includes an engine block 140 and a cylinder head 150 .

[0103] The intake manifold 110 is in communication with the engine block 140, and the cylinder head 150 is disposed above the engine block 140. A mounting bracket 151 is disposed on the cylinder head 150. In the up-down direction, the intercooler 120 is located above the intake manifold 110, and the mounting bracket 151 is fixedly connected to the intercooler 120 and / or the throttle valve 130.

[0104] Thus, the engine 100 is connected to the intake manifold 110 so that the gas cooled by the intercooler 120 enters the engine cylinder 140 through the intake manifold 110 for full combustion. Moreover, the intercooler 120 with a smaller volume is arranged above the intake manifold 110, so that the entire installation structure is compact, which is beneficial to the overall layout design of the engine 100 and saves costs. In addition, a mounting bracket 151 is provided on the cylinder head, which can be used to fix the intercooler 120 and / or the first intake valve, which can effectively improve the installation mode of the entire intercooler 120 and reduce the vibration of the intercooler 120, thereby improving the NVH (Noise, Vibration, Harshness) performance.

[0105] Specifically, the mounting bracket 151 is fixed to the cylinder head and connected to the throttle 130, so that the throttle 130 can be better and more stably mounted at the first air inlet 121 of the intercooler 120, and a plurality of fixing brackets can be arranged at intervals on the intake manifold 110, and the intake manifold 110 can be reliably fixed to the engine block 140 or the vehicle frame through the plurality of fixing brackets, thereby improving the mounting mode of the engine 100 to enhance the NVH performance. In addition, the mounting bracket 151 is provided with a mounting hole, and one end of the mounting bracket 151 can be fixedly connected to the flange structure on the throttle 130, and the other end can be fixedly connected to the cylinder head 150 through a fastener, so that the throttle 130 is fixed more reliably.

[0106] In some specific embodiments of the present invention, Figure 1 , Figure 3-Figure 5 As shown, the intercooler 120 includes an intercooler body 123 , an air inlet cavity 124 and an air outlet cavity 128 .

[0107] The intercooler body 123 is disposed between the air inlet cavity 124 and the air outlet cavity 128 and is communicated with the air inlet cavity 124 and the air outlet cavity 128 respectively. The first air inlet 121 is opened in the air inlet cavity 124 , and the air outlet 122 is opened in the air outlet cavity 128 .

[0108] That is to say, one end of the intercooler body 123 is connected to the air intake cavity 124, and a first air inlet port 121 is opened in the air intake cavity 124. After the gas enters the air intake cavity 124 from the first air inlet port 121, it is buffered in the air intake cavity 124. Therefore, when the gas enters the intercooler body 123 from the air intake cavity 124, it can enter the intercooler body 123 slowly and evenly for cooling, thereby avoiding the occurrence of uneven gas flow rate and stress concentration.

[0109] Furthermore, if Figure 3 As shown, the first air inlet 121 can be opened on the side of the air inlet cavity 124, and the corners of the inner wall of the air inlet cavity 124 are smoothly transitioned, so that the gas is not prone to large disturbances in the air inlet cavity 124, which can effectively ensure the uniformity of the gas flow rate and the smoothness of the flow channel entering the intercooler body 123, thereby improving the cooling performance.

[0110] In addition, the other end of the intercooler body 123 is connected to the air outlet cavity 128, and an air outlet 122 is opened on the air outlet cavity 128, so that the gas can enter the intake manifold 110 more slowly and evenly, and the corners of the inner wall of the air outlet cavity 128 have a smooth transition. Similar to the air intake cavity 124, it can effectively ensure that the gas flow rate enters the intake manifold 110 uniformly, and finally fully burns with the fuel in the engine cylinder 140, thereby improving the combustion efficiency.

[0111] In some specific embodiments of the present invention, Figure 3 As shown, the air intake cavity 124 is provided with a first air intake section 125 , a second air intake section 126 and a third air intake section 127 which are connected in sequence.

[0112] The first air intake section 125 is communicated with the first air intake port 121, and the third air intake section 127 is communicated with the intercooler body 123, so as to evenly guide the gas into the intercooler body 123. In this way, the gas can evenly enter the intercooler body 123 through the first air intake section 125, the second air intake section 126 and the third air intake section 127 in sequence.

[0113] Among them, the cross-sectional area of ​​the third air intake section 127 is greater than the cross-sectional area of ​​the first air intake section 125, and the cross-sectional area of ​​the second air intake section 126 gradually increases from the first air intake section 125 to the third air intake section 127. In this configuration, the cross-sectional area of ​​the first air intake section 125 is relatively small, and as the cross-sectional area of ​​the second air intake section 126 gradually increases, it can gradually expand to the same cross-sectional area as the third air intake section 127, so that the shape of the air intake cavity 124 gradually increases from the air intake direction, so that the gas slowly enters from the first air intake section 125, gradually expands through the second air intake section 126 to the third air intake section 127, and the gas can enter the intercooler body 123 more evenly.

[0114] Furthermore, the distance between the front side wall and the rear side wall of the second air intake section 126 gradually increases from right to left, and the angle between the front side wall and the rear side wall of the second air intake section 126 is α, and α satisfies the relationship: 50°≤α≤70°.

[0115] Thus, in the air intake direction, the air intake cavity 124 is not a traditional boss structure, but is composed of a first air intake section 125, a second air intake section 126 and a third air intake section 127 that are connected in sequence. The cross-sectional area of ​​the first air intake section 125 is relatively small, and the cross-sectional area of ​​the second air intake section 126 gradually increases and expands to the same as the cross-sectional area of ​​the third air intake section 127. In addition, the angle α between the front side wall and the rear side wall of the second air intake section 126 is set between 50° and 70°, and the angle α between the front side wall and the rear side wall of the second air intake section 126 is set between 50° and 70°, and the angle α between the front side wall and the rear side wall of the second air intake section 126 is set between 50° and 70°, and the angle α between the front side wall and the rear side wall of the second air intake section 126 is set to ... The gas can slowly and relatively evenly enter the first air intake section 125, the second air intake section 126 and the third air intake section 127 in sequence, that is, it is relatively evenly distributed in the air intake cavity 124, so that the gas can evenly enter the intercooler body 123 for rapid cooling, which effectively improves the air intake uniformity of the intercooler 120. Compared with the existing intercooler 120 structure, the air intake uniformity of the intercooler 120 can be improved by more than 10%, and the cooling performance can be improved by 2% to 3% or even more.

[0116] Furthermore, if Figure 4 As shown, the air outlet cavity 128 is provided with a first air outlet section 128a, a second air outlet section 128b and a third air outlet section 128c which are connected in sequence.

[0117] The first outlet section 128a is communicated with the outlet port 122, and the third outlet section 128c is communicated with the intercooler body 123, so as to evenly guide the gas into the intake manifold 110. With such an arrangement, the gas cooled in the intercooler body 123 can evenly enter the intake manifold 110 through the first outlet section 128a, the second outlet section 128b and the third outlet section 128c in sequence, so that the gas evenly enters the engine cylinder 140 for full combustion.

[0118] The cross-sectional area of ​​the third gas outlet section 128c is smaller than that of the first gas outlet section 128a, and the cross-sectional area of ​​the second gas outlet section 128b gradually decreases from the first gas outlet section 128a to the third gas outlet section 128c. With such a configuration, in the gas outlet direction, the cross-sectional area of ​​the first gas outlet section 128a is relatively large, and as the cross-sectional area of ​​the second gas outlet section 128b gradually decreases and decreases to the same cross-sectional area as the third gas outlet section 128c, the shape of the gas outlet cavity 128 gradually decreases in the gas outlet direction, so that after a large amount of gas enters the first gas outlet section 128a, it gradually decreases through the second gas outlet section 128b to the third gas outlet section 128c, so that the gas can enter the intake manifold 110 more evenly.

[0119] Moreover, the distance between the front side wall and the rear side wall of the second air outlet section 128b gradually decreases from right to left, and the angle between the rear side wall of the second air outlet section 128b and the cross section of the air outlet cavity 128 is β, and β satisfies the relationship: 20°≤β≤40°.

[0120] In this way, in the air outlet direction, the cross-sectional area of ​​the first air outlet section 128a is relatively large, and as the cross-sectional area of ​​the second air outlet section 128b gradually decreases, and decreases to the same as the cross-sectional area of ​​the third air outlet section 128c, and the angle β between the rear side wall of the second air outlet section 128b and the cross-sectional area of ​​the air outlet cavity 128 is set at 20°~40°, the gas can pass through the first air outlet section 128a, the second air outlet section 128b and the third air outlet section 128c in sequence, so that it can flow slowly and evenly into the intake manifold 110, which is beneficial to slow down the flow speed of the gas in the intake manifold 110, improve the cooling efficiency of the intercooler 120, and the cooling performance can be improved by 2%~3% or even more.

[0121] In some specific embodiments of the present invention, Figure 4 As shown, the distance between the upper side wall and the lower side wall of the second air outlet section 128b gradually decreases from right to left, and the angle between the upper side wall and the lower side wall of the second air outlet section 128b is γ, and γ satisfies the relationship: 25°≤γ≤35°.

[0122] In this way, the angle γ between the upper side wall and the lower side wall of the second air outlet section 128b is set at 25°~35°, which is conducive to the uniform flow of gas, reduces the loss of gas flow, and effectively reduces the pressure loss of the intercooler 120, thereby ensuring that the intake amount entering the intake manifold 110 is almost the demand of the engine 100. At the same time, combined with the angle β set between the rear side wall of the second air outlet section 128b and the cross-section of the air outlet cavity 128, the gas can flow slowly and evenly, thereby further improving the cooling efficiency of the intercooler 120.

[0123] In some specific embodiments of the present invention, the air storage capacity of the intercooler body 123 is V1, and V1 satisfies the relationship: 1200ml≤V1≤1300ml. Such a configuration can not only well meet the air intake range required by the engine 100, but also limit the volume of the intercooler body 123 within a certain range, and can adaptively design the volume of the intercooler body 123 according to the limited space of the engine compartment of the engine 100, so as to better arrange the intercooler 120 as a whole in the engine compartment of the engine 100 without occupying excess space, and at the same time provide a certain layout space for the layout of other devices, effectively optimizing the space layout in the engine compartment of the engine 100.

[0124] Among them, the maximum dimension of the intercooler 120 in the length direction is a, the maximum dimension in the height direction is b, and the maximum dimension in the width direction is c, and a, b and c satisfy the relationship: 320mm≤a≤380mm, 45mm≤b≤60mm, 100mm≤c≤150mm.

[0125] For example, the maximum dimension of the intercooler 120 in the length direction may be 320 mm, 330 mm, 340 mm, 350 mm, 360 mm, 370 mm or 380 mm, the maximum dimension of the intercooler 120 in the height direction may be 45 mm, 50 mm, 55 mm or 60 mm, and the maximum dimension of the intercooler 120 in the width direction may be 100 mm, 110 mm, 120 mm, 130 mm, 140 mm or 150 mm.

[0126] It should be noted that the intercooler 120 of the drive assembly 1 of the present invention needs to cool a smaller amount of intake air, and the volume parameters of the intercooler 120 can be reduced, which can be reduced by about 1 / 3 to 1 / 4 of the volume parameters of the current intercooler. While meeting the demand of the engine 100, it can effectively reduce the overall volume of the power system, save product costs, and provide sufficient layout space for the engine 100 compartment, especially in the case of compact layout space of hybrid vehicles, which is very suitable for a smaller intercooler 120.

[0127] Of course, the volume parameters of the intercooler 120 are not limited to the above values, and the structure can also be arranged according to the designed intake demand.

[0128] In some specific embodiments of the present invention, Figure 1 As shown, the driving assembly 1 further includes an elastic support member 600 , and the intake manifold 110 includes an upper manifold plate 111 and a lower manifold plate 113 .

[0129] The upper manifold plate 111 is arranged above the lower manifold plate 113, the upper manifold plate 111 is provided with a first mounting portion 112, the lower manifold plate 113 is provided with a second mounting portion 114, the first mounting portion 112 is higher than the second mounting portion 114, the intercooler 120 is arranged above the upper manifold plate 111 and is respectively connected and fixed to the first mounting portion 112 and the second mounting portion 114, and the elastic support member 600 is arranged on the upper manifold plate 111 and elastically abuts against the intercooler 120.

[0130] Specifically, the intercooler 120 is directly connected to the intake manifold 110. By setting a first mounting portion 112 on the upper manifold plate 111 and a second mounting portion 114 on the lower manifold plate 113, when the intercooler 120 and the intake manifold 110 are connected, the intercooler 120 can be set above the upper manifold plate 111 and connected and fixed to the first mounting portion 112 and the second mounting portion 114 respectively, so that the connection and fixation between the intercooler 120 and the intake manifold 110 can be achieved, making the assembly of the engine 100 simpler and ensuring the normal operation of the engine 100.

[0131] Moreover, by setting the first mounting portion 112 higher than the second mounting portion 114, when the intercooler 120 is set above the upper manifold plate 111, the lower manifold plate 113 can share the pressure from the intercooler 120, preventing the upper manifold plate 111 from bearing too much pressure from the intercooler 120, thereby increasing the maximum bearing capacity of the intake manifold 110.

[0132] In addition, by arranging the elastic support member 600 on the upper manifold plate 111, the elastic support member 600 is elastically abutted against the intercooler 120. In this way, when the vehicle vibrates, the elastic support member 600 can play a certain supporting role on the intercooler 120, so that the force of the intercooler 120 on the intake manifold 110 can be more uniform, which can not only improve the service life of the second mounting part 114 and the reliability of the engine 100, but also prevent the intercooler 120 and the intake manifold 110 from rubbing and making abnormal noises, thereby improving the NVH performance of the engine 100.

[0133] In some specific embodiments of the present invention, Figure 8 As shown, a pressure stabilizing chamber 115 and an intake passage 119 are provided in the intake manifold 110 .

[0134] One end of the air inlet 119 is connected to the pressure stabilizing chamber 115 and the other end is connected to the engine 100. The bottom wall of the air inlet 119 includes a first wall section 119a. The first wall section 119a is connected to the bottom wall of the pressure stabilizing chamber 115 and is inclined downward relative to the bottom wall of the pressure stabilizing chamber 115. An angle δ is formed between the first wall section 119a and the bottom wall of the pressure stabilizing chamber 115, and 2°≤δ≤5°.

[0135] In this way, the gas entering the intake manifold 110 can first be buffered in the pressure stabilizing chamber 115, and then introduced into the cylinder of the engine 100 through the intake duct 119, so that the normal operation of the intake manifold 110 can be achieved. In addition, an angle is formed between the first wall section 119a of the intake duct 119 and the bottom wall of the pressure stabilizing chamber 115, so that condensed water can naturally flow downward along the second wall section 119b under the action of gravity, thereby further avoiding the accumulation of condensed water in the pressure stabilizing chamber 115 and the intake duct 119, and further improving the working performance of the engine 100.

[0136] Moreover, by ensuring that 2°≤δ≤5°, the downward inclination angle of the bottom wall of the pressure-stabilizing chamber 115 relative to the first wall section 119a can be set within a reasonable range. This can prevent the angle between the bottom wall of the pressure-stabilizing chamber 115 and the bottom wall of the air intake duct 119 from being too small, thereby ensuring that condensed water can naturally flow along the bottom wall of the pressure-stabilizing chamber 115 to the bottom wall of the air intake duct 119, thereby preventing condensed water from accumulating in the pressure-stabilizing chamber 115. On the other hand, it can prevent the angle between the bottom wall of the pressure-stabilizing chamber 115 and the bottom wall of the air intake duct 119 from being too large, thereby making the pressure-stabilizing chamber 115 have a stronger gas buffering effect. In this way, the structural design of the intake manifold 110 can be optimized, which can not only ensure the normal operation of the intake manifold 110, but also prevent condensed water from accumulating in the intake manifold 110, thereby improving the working performance of the engine 100.

[0137] Furthermore, if Figure 8 As shown, the bottom wall of the air inlet duct 119 further includes a second wall segment 119 b.

[0138] The second wall segment 119b is connected to the side of the first wall segment 119a away from the pressure stabilizing chamber 115. The second wall segment 119b is tilted downward relative to the first wall segment 119a. An angle ε is formed between the second wall segment 119b and the first wall segment 119a, 24°≤ε≤26.

[0139] Thus, the angle between the second wall segment 119b and the first wall segment 119a can be set within a reasonable range, so that the downward tilt angle of the second wall segment 119b relative to the first wall segment 119a can be set more reasonably, so that when the condensed water flows from the first wall segment 119a to the second wall segment 119b, the flow rate of the condensed water can be controlled within a reasonable range, making the flow of the condensed water on the second wall segment 119b more stable and smooth.

[0140] It should be noted that the connection between the first wall segment 119a and the second wall segment 119b can be arc-shaped, so that the first wall segment 119a and the second wall segment 119b can be smoothly transitioned and connected, thereby making the flow path of the condensed water smoother, and further improving the stability and smoothness of the flow of the condensed water on the bottom wall of the air inlet duct 119.

[0141] Furthermore, by further limiting the angle formed between the bottom wall of the pressure-stabilizing chamber 115 and the bottom wall of the air intake duct 119, and the angle formed between the tangent of the second wall segment 119b and the first wall segment 119a, the angle formed between the bottom wall of the pressure-stabilizing chamber 115 and the bottom wall of the air intake duct 119, and the angle formed between the tangent of the second wall segment 119b and the first wall segment 119a can be controlled within a more optimal range, thereby further optimizing the structural design of the intake manifold 110, ensuring the normal operation of the intake manifold 110, and further improving the working performance of the engine 100.

[0142] In some specific embodiments of the present invention, the volume of the pressure stabilizing chamber 115 is V2, and V2 satisfies the relationship: 1L<V2<1.2L.

[0143] In this way, the volume of the pressure-stabilizing chamber 115 can be set within a reasonable range. Under the premise of ensuring the structural compactness of the intake manifold 110, the pressure-stabilizing chamber 115 can effectively buffer the gas entering the intake manifold 110, so that stable gas can enter the engine 100 through the intake duct 119, thereby ensuring the normal operation of the engine 100 and improving the working performance of the engine 100.

[0144] In some specific embodiments of the present invention, the length of the intake duct 119 is L, and L satisfies the relationship: 70mm<L<80mm, wherein the length of the intake duct 119 refers to the extended length of the intake duct 119 in the intake direction, that is, the sum of the lengths of the first wall segment 119a and the second wall segment 119b. In this way, the length of the intake duct 119 can be set within a reasonable range. When the engine 100 operates in a high-speed zone, not only the power and torque can be increased, but also the fuel consumption can be reduced, thereby further optimizing the structural design of the intake manifold 110 and further improving the working performance of the engine 100.

[0145] In some specific embodiments of the present invention, Fig. 9 As shown, an impact partition and a flow guide are provided in the pressure stabilizing chamber 115 .

[0146] The impact partition is located in the pressure stabilizing chamber 115 to collide with the intake air to reduce the generation of condensed water, and the guide is located in the pressure stabilizing chamber 115 to guide the condensed water in the pressure stabilizing chamber 115 to the intake passage 119. In this way, the condensed water entering the pressure stabilizing chamber 115 can collide with the impact partition, so that the fast-flowing condensed water can be dispersed to various parts of the pressure stabilizing chamber 115, and the flow rate of the condensed water can be reduced. Moreover, when the condensed water in the pressure stabilizing chamber 115 flows into each intake passage 119, the guide can guide the condensed water into the intake passage 119, so that the flow of the condensed water can be more stable, and the flow rate of the condensed water entering the intake passage 119 can be more uniform, so that the flow rate of the condensed water flowing into each cylinder through the intake passage 119 can be more uniform, and the working performance of the engine 100 can be improved.

[0147] Furthermore, if Fig. 9 As shown, the impact partition is an impact grid 116 , and the guide portion includes a plurality of guide baffles 117 .

[0148] The pressure stabilizing chamber 115 is provided with a second air inlet 118, and the impact grid 116 corresponds to the second air inlet 118 to collide with the intake air to reduce the generation of condensed water at the second air inlet 118, wherein the impact grid 116 mainly generates heat by colliding and rubbing the intake air at the second air inlet 118, thereby increasing the gas temperature of the intake air to reduce the generation of condensed water.

[0149] There are multiple air inlet ducts 119 , and each guide baffle 117 is extended toward the direction of the air inlet duct 119 . The multiple guide baffles 117 guide the condensed water in the pressure stabilizing chamber 115 to the multiple air inlet ducts 119 .

[0150] Specifically, multiple intake passages 119 are connected to corresponding cylinders of the engine 100. When the gas in the intercooler 120 enters the pressure stabilizing chamber 115 through the second air intake port 118, the condensed water can be separated faster at the second air intake port 118. The transition between the second air intake port 118 and the intercooler 120 can be "U"-shaped to accelerate the generation of condensed water. The condensed water can pass through the pressure stabilizing chamber 115 and multiple intake passages 119 in turn and flow into the combustion chamber of each cylinder accordingly. By setting the impact grid 116 in the pressure stabilizing chamber 115 and making the impact grid 116 correspond to the second air intake port 118, the condensed water entering the pressure stabilizing chamber 115 can collide with the impact grid 116, so that the fast-flowing condensed water can be dispersed to various parts of the pressure stabilizing chamber 115 and the flow rate of the condensed water can be reduced.

[0151] By providing a plurality of guide baffles 117 and extending the guide baffles 117 in the direction of the intake duct 119, when the condensed water in the pressure stabilizing chamber 115 flows into each intake duct 119, the plurality of guide baffles 117 can guide the condensed water into the plurality of intake ducts 119. In this way, the flow of the condensed water can be made more stable, and the flow rate of the condensed water entering each intake duct 119 can be made more uniform, thereby making the flow rate of the condensed water flowing into each cylinder through the intake duct 119 more uniform, thereby improving the working performance of the engine 100.

[0152] It should be noted that the height and width of the impact grid 116 and the guide baffle 117 should not be too large, so as to prevent the setting of the impact grid 116 and the guide baffle 117 from affecting the normal air intake of the intake manifold 110, and the length and direction of the guide baffle 117 can be adjusted according to the actual flow direction of the condensed water inside the intake manifold 110.

[0153] In some specific embodiments of the present invention, Figure 1 , Figure 2 and Fig.15 As shown, the drive assembly 1 further includes an air filter 610 , a mixing valve 700 and a first ventilation pipe 800 .

[0154] The air filter 610 is connected to the intake pipe 611, the intake end 720 of the mixing valve 700 is connected to the intake pipe 611, the outlet end 710 of the mixing valve 700 is connected to the throttle valve 130, and the negative pressure at the outlet end 710 of the mixing valve 700 is greater than the negative pressure at the intake end 720 of the mixing valve 700, one end of the first ventilation pipe 800 is connected to the crankcase 180 of the engine 100, and the other end of the first ventilation pipe 800 is connected to the intake pipe 611.

[0155] That is to say, the mixing valve 700 is arranged between the throttle valve 130 and the intake pipe 611. The fresh air filtered by the air filter 610 first passes through the intake pipe 611 to the mixing valve 700, and at the same time, the blowby gas with oil and gas in the crankcase 180 will also pass into the intake pipe 611. The fresh air and the blowby gas with oil and gas will mix in the intake pipe 611 to form a mixed gas, which is then passed into the intercooler 120 through the mixing valve 700 and finally passed into the engine cylinder 140 for combustion.

[0156] Among them, the negative pressure at the outlet end 710 of the mixing valve 700 is greater than the negative pressure at the inlet end 720 of the mixing valve 700. It should be noted that it is generally connected to the supercharger 840, and a large negative pressure will be formed at the inlet of the supercharger 840, so that the negative pressure at the outlet end 710 of the mixing valve 700 is greater than the negative pressure at the inlet end 720 of the mixing valve 700. The outlet end 710 of the mixing valve 700 is the end where the mixed gas is discharged from the mixing valve 700, and the inlet end 720 of the mixing valve 700 is the end where the mixed gas enters the mixing valve 700, that is, the connection between the mixing valve 700 and the intake pipe 611. The negative pressure at the outlet end 710 of the mixing valve 700 is relatively large, which can reach 15kPa, while the negative pressure at the inlet end 720 of the mixing valve 700, that is, the intake pipe 611, is relatively small, about 5kPa or less, and the crankshaft The negative pressure of box 180 is generally also below 5 kPa. The blowby gas with oil and gas in the crankcase 180 can be passed into the intake pipe 611 through the first ventilation pipe 800, mixed with fresh air to form a mixed gas, and then enter the engine cylinder 140 through the mixing valve 700 and the intercooler 120, and can finally be burned and removed. Moreover, the other end of the first ventilation pipe 800 is connected to the intake pipe 611, and the negative pressure at the outlet end 710 of the mixing valve 700 is greater than the negative pressure at the intake end 720 of the mixing valve 700. In this way, it can be avoided that the other end of the first ventilation pipe 800 causes the oil in the crankcase 180 to enter the intake pipe 611 due to excessive negative pressure, thereby reducing the oil loss in the crankcase 180.

[0157] In some specific embodiments of the present invention, Figure 1 and Fig.15 As shown, the drive assembly 1 further includes a ventilation valve 810 and a second ventilation pipe 820 .

[0158] One end of the first ventilation pipe 800 is connected to the crankcase 180 through the ventilation valve 810, one end of the second ventilation pipe 820 is connected to the ventilation valve 810, and the other end of the second ventilation pipe 820 is connected to the intercooler 120. The ventilation load of the second ventilation pipe 820 is less than the ventilation load of the first ventilation pipe 800.

[0159] Among them, the ventilation valve 810 can play a role in controlling the ventilation of the crankcase 180. The ventilation valve 810 is connected to the crankcase 180. For example, when the pressure of the intake pipe 611 is greater than the pressure of the crankcase 180, the ventilation valve 810 selects the crankcase 180 to be connected to the first ventilation pipe 800, and the blowby gas containing oil and gas in the crankcase 180 is passed into the intake pipe 611 through the first ventilation pipe 800 and mixed with fresh air; when the pressure of the intake pipe 611 is not greater than the pressure of the crankcase 180, the ventilation valve 810 selects the crankcase 180 not to be connected to the first ventilation pipe 800.

[0160] Furthermore, one end of the second ventilation pipe 820 is connected to the ventilation valve 810, and the other end of the second ventilation pipe 820 is connected to the intercooler 120. When the pressure of the intake pipe 611 is greater than the pressure of the crankcase 180, since the ventilation load of the second ventilation pipe 820 is less than the ventilation load of the first ventilation pipe 800, the ventilation valve 810 selects the crankcase 180 to communicate with the second ventilation pipe 820, and the blowby gas with oil and gas in the crankcase 180 is passed into the intercooler 120 through the second ventilation pipe 820, and then passed into the engine cylinder 140 for combustion. In addition, the ventilation valve 810 can prevent the gas in the intake pipe 611 from passing through the second ventilation pipe 820 and the ventilation valve 810 to enter the crankcase 180 when the pressure is positive. In this way, the discharge of the blowby gas of the crankcase 180 can be made more reasonable, and the ventilation system of the crankcase 180 can work normally.

[0161] In some specific embodiments of the present invention, Figure 1 As shown, the height of the first ventilation pipe 800 gradually decreases from one end to the other end thereof.

[0162] Specifically, one end of the first ventilation pipe 800 is connected to the ventilation valve 810, and the other end of the first ventilation pipe 800 is connected to the intake pipe 611. In the direction from one end of the first ventilation pipe 800 to the other end of the first ventilation pipe 800, the height of the first ventilation pipe 800 gradually decreases. In this way, the connection between the first ventilation pipe 800 and the ventilation valve 810 is the highest point, thereby preventing the oil and gas in the first ventilation pipe 800 from being cooled to form liquid in a cold environment, and then flowing back to the connection between the first ventilation pipe 800 and the ventilation valve 810 and freezing, thereby preventing the ventilation valve 810 from being blocked and causing excessive pressure in the crankcase 180.

[0163] In some specific embodiments of the present invention, Figure 1 As shown, the height of the second ventilation pipe 820 gradually decreases from one end to the other end thereof.

[0164] Specifically, one end of the second ventilation pipe 820 is connected to the ventilation valve 810, and the other end of the second ventilation pipe 820 is connected to the intercooler 120. In the direction from one end of the second ventilation pipe 820 to the other end of the second ventilation pipe 820, the height of the second ventilation pipe 820 gradually decreases. In this way, the connection between the second ventilation pipe 820 and the ventilation valve 810 is the highest point, thereby preventing the oil and gas in the second ventilation pipe 820 from being cooled to form liquid in a cold environment, and then flowing back to the connection between the second ventilation pipe 820 and the ventilation valve 810 and freezing, thereby preventing the ventilation valve 810 from being blocked and causing excessive pressure in the crankcase 180.

[0165] In some specific embodiments of the present invention, Figure 1As shown, the drive assembly 1 further includes a heat-insulating sheath 830, which is sleeved on the first ventilation pipe 800. The heat-insulating sheath 830 can play a role in heat preservation, so that the oil and gas in the first ventilation pipe 800 can be prevented from being cooled and forming liquid in a cold environment, thereby preventing the connection between the first ventilation pipe 800 and the ventilation valve 810 from being frozen and causing blockage.

[0166] Of course, the second ventilation pipe 820 may also be covered with a heat-insulating sheath 830 to prevent the oil and gas in the second ventilation pipe 820 from cooling down and forming liquid in a cold environment, thereby preventing the connection between the second ventilation pipe 820 and the ventilation valve 810 from freezing and causing blockage.

[0167] In addition, the wall thickness of the thermal insulation sheath 830 is 3 mm to 5 mm. In this way, on the one hand, the wall thickness of the thermal insulation sheath 830 can be prevented from being too thin, thereby effectively insulating the first ventilation pipe 800 and preventing the temperature in the first ventilation pipe 800 from being too low. On the other hand, the wall thickness of the thermal insulation sheath 830 can be prevented from being too thick. The diameter of the first ventilation pipe 800 after being covered with the thermal insulation sheath 830 will not be too large, which is convenient for layout.

[0168] In some specific embodiments of the present invention, Figure 1 and Fig.15 As shown, the engine 100 includes a cylinder head cover 160 and a supplementary air check valve 170 .

[0169] The cylinder head cover 160 is in communication with the crankcase 180 . The air supply check valve 170 is disposed on the cylinder head cover 160 and is in communication with the air filter 610 and the cylinder head cover 160 , respectively.

[0170] Specifically, the air replenishing check valve 170 is connected to the air filter 610. When the second ventilation pipe 820 is ventilated to the intake pipe 611, the air filter 610 can allow fresh air to pass through the air replenishing check valve 170. The air replenishing check valve 170 is arranged on the cylinder head cover 160, and the cylinder head cover 160 is connected to the crankcase 180. In this way, fresh air can be introduced into the crankcase 180, and the fresh air can form an airflow in the crankcase 180, so that the blowby gas in the crankcase 180 can be discharged to the greatest extent, and the crankcase 180 can be ensured to be well ventilated, so that a high negative pressure will not be generated in the crankcase 180. Moreover, the air replenishing check valve 170 can be a one-way valve, which can prevent the blowby gas in the crankcase 180 from being discharged into the air filter 610, thereby improving the service life and working performance of the air filter 610.

[0171] In some specific embodiments of the present invention, Figure 1 and Fig.15 As shown, the drive assembly 1 further includes a supercharger 840 and an exhaust gas recirculation valve 850 .

[0172] The mixing valve 700 is in communication with the throttle valve 130 via the supercharger 840 , the exhaust gas recirculation valve 850 is in communication with the throttle valve 130 via the supercharger 840 , and the exhaust gas recirculation valve 850 is in communication with the exhaust manifold of the engine 100 .

[0173] Among them, the supercharger 840 can pressurize and heat the mixed gas, and the exhaust gas circulation valve 850 is mainly used to control the introduction of exhaust gas. The exhaust gas generally contains oil and gas. After the mixed gas passes through the mixing valve 700, the exhaust gas can also be mixed with the mixed gas again through the exhaust gas circulation valve 850. This can increase the proportion of oil and gas in the mixed gas, thereby improving the mixing degree of oil and gas with fresh air, so that the mixed gas can be fully burned.

[0174] Of course, the exhaust gas recirculation valve 850 can also adjust the amount of exhaust gas entering the engine 100 to ensure that the amount of oil and gas in the mixed gas is within an appropriate range.

[0175] A vehicle according to an embodiment of the present invention will be described below with reference to the accompanying drawings. The vehicle includes a drive assembly 1 according to the above-mentioned embodiment of the present invention.

[0176] The vehicle according to the embodiment of the present invention has the advantages of light weight, compact structure, high space utilization and low energy consumption by utilizing the drive assembly 1 according to the above embodiment of the present invention.

[0177] Other structures and operations of the drive assembly 1 and the vehicle having the same according to the embodiment of the present invention are well known to those skilled in the art and will not be described in detail here.

[0178] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0179] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A drive assembly, characterized in that: include: engine; A speed increaser, wherein an input end of the speed increaser is connected to the engine; A generator, a drive motor and an energy storage device, wherein the generator is connected to the output end of the speed increaser; An integrated motor controller, the integrated motor controller is installed on the generator, and the integrated motor controller is respectively connected to the generator, the drive motor and the energy storage device; The generator includes a second end cover, the second end cover is configured with a controller mounting position and a controller interface, the second end cover is installed with a first wiring seat and a second wiring seat, and the controller interface is connected to the first wiring seat and the second wiring seat respectively; The integrated motor controller is installed at the controller installation position through the first terminal block and the second terminal block. The integrated motor controller has a generator control module and a drive motor control module. The controller interface introduces the terminals of the generator control module and the terminals of the drive motor control module. The first terminal block is connected to the terminals of the generator control module and the terminals of the stator of the generator and electrically connects the two. The second terminal block is connected to the terminals of the drive motor control module and the wiring harness of the drive motor and electrically connects the two.

2. The drive assembly according to claim 1, characterized in that: The generator comprises: chassis; a first end cover, the first end cover being mounted on one end of the casing to cover the one end of the casing, the first end cover being provided with a rotor bearing chamber; The second end cover is mounted on the other end of the housing to cover the other end of the housing; a stator and a rotor, wherein the stator and the rotor are mounted in the housing and the rotor is rotatable relative to the stator; A rotor bearing, wherein the rotor bearing is sleeved on the rotor and disposed in the rotor bearing chamber; Wherein, the integrated motor controller is installed on the first end cover and the second end cover.

3. The drive assembly according to claim 1, characterized in that: The second end cover is configured with a sealing groove arranged around the controller interface, a sealing ring is installed in the sealing groove, and the sealing ring seals the gap between the integrated motor controller and the second end cover.

4. The drive assembly according to claim 2, characterized in that: The rotor bearing chamber is equipped with a bearing sleeve, and the bearing sleeve is provided with the rotor bearing. The thermal expansion coefficient of the bearing sleeve is closer to the thermal expansion coefficient of the rotor bearing of the generator than the thermal expansion coefficient of the end cover.

5. The drive assembly according to claim 2, characterized in that: The first end cover is constructed with a generator mounting ring and a plurality of reinforcing ribs, the generator mounting ring surrounds the rotor bearing chamber, the generator mounting ring is constructed with a generator housing mounting structure, and the plurality of reinforcing ribs are respectively connected to the generator mounting ring and are arranged at intervals along the circumference of the rotor bearing chamber.

6. The drive assembly according to claim 1, characterized in that: The engine comprises: Intake manifold; an intercooler, the intercooler having a first air inlet and an air outlet, the air outlet being in communication with the intake manifold; A throttle valve is disposed at the first air inlet.

7. The drive assembly according to claim 6, characterized in that: The engine also includes: an engine cylinder block, the intake manifold being in communication with the engine cylinder block; A cylinder head, the cylinder head cover is arranged above the engine cylinder block, and a mounting bracket is arranged on the cylinder head; Wherein, in the up-down direction, the intercooler is located above the intake manifold, and the mounting bracket is fixedly connected to the intercooler and / or the throttle valve.

8. The drive assembly according to claim 6, characterized in that: The intercooler comprises: Intercooler body; An air inlet cavity and an air outlet cavity, the intercooler body is arranged between the air inlet cavity and the air outlet cavity and is connected to the air inlet cavity and the air outlet cavity respectively, the first air inlet is opened in the air inlet cavity, and the air outlet is opened in the air outlet cavity.

9. The drive assembly according to claim 8, characterized in that: The air storage capacity of the intercooler body is V1, and V1 satisfies the relationship: 1200ml≤V1≤1300ml.

10. The drive assembly according to claim 8, characterized in that: The air intake cavity is provided with a first air intake section, a second air intake section and a third air intake section which are connected in sequence. The first air intake section is connected to the first air inlet, and the third air intake section is connected to the intercooler body for uniformly guiding the gas into the intercooler body. The cross-sectional area of ​​the third air intake section is greater than the cross-sectional area of ​​the first air intake section, and the cross-sectional area of ​​the second air intake section gradually increases from the first air intake section to the third air intake section.

11. The drive assembly according to claim 10, wherein the distance between the front side wall and the rear side wall of the second air intake section gradually increases from right to left, and the angle between the front side wall and the rear side wall of the second air intake section is α, and α satisfies the relationship: 50°≤α≤70°.

12. The drive assembly according to claim 8, characterized in that: The air outlet cavity is provided with a first air outlet section, a second air outlet section and a third air outlet section which are connected in sequence. The first air outlet section is connected to the air outlet, and the third air outlet section is connected to the intercooler body so as to evenly guide the gas into the intake manifold. The cross-sectional area of ​​the third air outlet section is smaller than the cross-sectional area of ​​the first air outlet section, and the cross-sectional area of ​​the second air outlet section gradually decreases from the first air outlet section to the third air outlet section.

13. According to the drive assembly of claim 12, the distance between the front side wall and the rear side wall of the second air outlet section gradually decreases from right to left, and the angle between the rear side wall of the second air outlet section and the cross section of the air outlet cavity is β, and β satisfies the relationship: 20°≤β≤40°.

14. The drive assembly according to claim 12, characterized in that: The distance between the upper side wall and the lower side wall of the second air outlet section gradually decreases from right to left, and the included angle between the upper side wall and the lower side wall of the second air outlet section is γ, and γ satisfies the relationship: 25°≤γ≤35°.

15. The drive assembly according to claim 6, characterized in that: Also includes: An elastic support member, the intake manifold includes an upper manifold plate and a lower manifold plate, the upper manifold plate is arranged above the lower manifold plate, the upper manifold plate is provided with a first mounting portion, the lower manifold plate is provided with a second mounting portion, the first mounting portion is higher than the second mounting portion, the intercooler is arranged above the upper manifold plate and is respectively connected and fixed to the first mounting portion and the second mounting portion, the elastic support member is arranged on the upper manifold plate and elastically abuts against the intercooler.

16. The drive assembly according to claim 6, characterized in that: A pressure stabilizing chamber and an intake duct are provided in the intake manifold, one end of the intake duct is connected to the pressure stabilizing chamber and the other end is connected to the engine, the bottom wall of the intake duct includes a first wall section, the first wall section is connected to the bottom wall of the pressure stabilizing chamber and is inclined downward relative to the bottom wall of the pressure stabilizing chamber, an angle δ is formed between the first wall section and the bottom wall of the pressure stabilizing chamber, 2°≤δ≤5°.

17. The drive assembly according to claim 16, characterized in that: The bottom wall of the air inlet further comprises: The second wall segment is connected to a side of the first wall segment away from the pressure stabilizing chamber, the second wall segment is tilted downward relative to the first wall segment, and an angle ε is formed between the second wall segment and the first wall segment, 24°≤ε≤26.

18. The drive assembly according to claim 16, characterized in that: The volume of the pressure stabilizing chamber is V2, and V2 satisfies the relationship: 1L<V2<1.2L.

19. The drive assembly according to claim 16, characterized in that: The length of the air inlet passage is L, and L satisfies the relationship: 70 mm < L < 80 mm.

20. The drive assembly according to claim 16, characterized in that: The pressure stabilizing chamber is provided with: An impact partition, the impact partition is located in the pressure stabilizing chamber to collide with the intake air to reduce the generation of condensed water; A guide portion is arranged in the pressure stabilizing chamber to guide condensed water in the pressure stabilizing chamber to the air inlet duct.

21. The drive assembly according to claim 20, characterized in that: The impact partition is an impact grid, the pressure stabilizing chamber is provided with a second air inlet, and the impact grid corresponds to the second air inlet so as to impact with the intake air to reduce the generation of condensed water; The guide portion includes a plurality of guide baffles, the number of the air inlet ducts is multiple, each of the guide baffles is extended toward the direction of the air inlet duct, and the plurality of guide baffles guide the condensed water in the pressure stabilizing chamber to the plurality of air inlet ducts.

22. The drive assembly according to claim 6, characterized in that: It is characterized by further comprising: An air filter, wherein the air filter is connected to an air intake pipe; A mixing valve, wherein an air inlet end of the mixing valve is connected to the air inlet pipe, an air outlet end of the mixing valve is connected to the throttle valve, and a negative pressure at the air outlet end of the mixing valve is greater than a negative pressure at the air inlet end of the mixing valve; A first ventilation pipe, one end of which is connected to the crankcase of the engine, and the other end of which is connected to the intake pipe.

23. The drive assembly according to claim 22, characterized in that: Also includes: a vent valve, wherein the one end of the first vent pipe is connected to the crankcase through the vent valve; A second ventilation pipe, one end of which is connected to the ventilation valve, the other end of which is connected to the intercooler, and a ventilation load of the second ventilation pipe is smaller than a ventilation load of the first ventilation pipe.

24. The drive assembly according to claim 23, characterized in that: The height of the first ventilation pipe gradually decreases from the one end to the other end thereof; and / or The height of the second ventilation pipe gradually decreases from the one end to the other end thereof.

25. The drive assembly according to claim 22, characterized in that: Also includes: A thermal insulation sheath is sleeved on the first ventilation pipe, and the wall thickness of the thermal insulation sheath is 3mm~5mm.

26. The drive assembly according to claim 22, characterized in that: The engine comprises: a cylinder head cover, the cylinder head cover being in communication with the crankcase; An air supply one-way valve is arranged on the cylinder head cover and is communicated with the air filter and the cylinder head cover respectively.

27. The drive assembly according to claim 22, characterized in that: Also includes: a supercharger, wherein the mixing valve is in communication with the throttle valve through the supercharger; An exhaust gas recirculation valve is connected to the throttle valve through the supercharger, and the exhaust gas recirculation valve is connected to the exhaust manifold of the engine.

28. A vehicle, characterized in that: Comprising a drive assembly according to any one of claims 1-27.

Images