Drive assembly and vehicle having the same

Abstract

A vehicle having a drive assembly (1). The drive assembly (1) includes an engine (100), a speed increaser (910), an energy storage device (920), a generator (300), a drive electric motor (900), and an integrated electric motor controller (500). The input end of the speed increaser (910) is connected to the engine (100). The generator (300) is connected to the output end of the speed increaser (910). The integrated electric motor controller (500) is attached to the generator (300), and the integrated electric motor controller (500) is connected to each of the generator (300), the drive electric motor (900), and the energy storage device (920).

Description

Technical Field

[0001] Cross - reference to Related Applications This disclosure claims priority to Chinese Patent Application No. 202210906128.9, entitled "DRIVING ASSEMBLY AND VEHICLE HAVING SAME", filed on July 29, 2022. The entire content of the above - referenced application is incorporated herein by reference.

[0002] This disclosure relates to the field of vehicle technology, and more particularly, to a driving assembly and a vehicle having the same.

Background Art

[0003] In related technologies, a driving assembly typically includes an integrated electric motor - controller, a speed increaser, and a generator. Such an arrangement causes the integrated electric motor - controller, for example, a driving integrated electric motor - controller, to occupy a large space, resulting in low space utilization rate. It also affects the energy conversion efficiency throughout the power generation and driving processes, leading to a deterioration in the cooperative operation efficiency of the engine and the driving electric motor.

Summary of the Invention

Problems to be Solved by the Invention

[0004] This disclosure intends to solve at least one of the technical problems existing in related technologies. In view of this, an object of this disclosure is to provide a driving assembly. The driving assembly has advantages such as being lightweight, having a compact structure, high space utilization rate, and low energy consumption.

Means for Solving the Problems

[0005] To achieve the above object, according to an embodiment of the first aspect of the present disclosure, there is provided a drive assembly including an engine, a speed increaser whose input end is connected to the engine, a generator whose output end is connected to the output end of the speed increaser, a drive electric motor, an energy storage device, and an integrated electric motor controller which is attached to the generator and connected to each of the generator, the drive electric motor, and the energy storage device.

[0006] The drive assembly according to the embodiment of the present disclosure has advantages such as being lightweight, having a compact structure, high space utilization rate, and low energy consumption.

[0007] According to some embodiments of the present disclosure, the generator includes a housing, a first end cap which is attached to one end of the housing to seal and cover the one end of the housing and is provided with a rotor bearing chamber, a second end cap which is attached to the other end of the housing to seal and cover the other end of the housing, a stator and a rotor which are attached in the housing and the rotor is rotatable relative to the stator, and a rotor bearing which is arranged on the rotor and arranged in the rotor bearing chamber. The integrated electric motor controller is attached to the first end cap and the second end cap.

[0008] According to some embodiments of the present disclosure, the second end cap is configured to have a controller interface, and the controller interface is configured to connect the integrated electric motor controller and the generator and connect the integrated electric motor controller and the drive electric motor.

[0009] According to some embodiments of the present disclosure, the second end cap is configured to have a sealing groove disposed around the controller interface, a sealing ring is attached within the sealing groove, and the sealing ring seals a gap between the integrated electric motor controller and the second end cap.

[0010] According to some embodiments of the present disclosure, a bearing bush is attached within the rotor bearing chamber, the bearing bush is sleeved on the rotor bearing, and the coefficient of thermal expansion of the bearing bush is closer to the coefficient of thermal expansion of the rotor bearing of the generator than the coefficient of thermal expansion of the first end cap.

[0011] According to some embodiments of the present disclosure, the first end cap is configured to have an annular generator mounting platform and a plurality of reinforcing ribs, the annular generator mounting platform surrounds the rotor bearing chamber, the annular generator mounting platform is configured to have a generator casing mounting structure, and the plurality of reinforcing ribs are each connected to the annular generator mounting platform and are spaced along the circumferential direction of the rotor bearing chamber.

[0012] According to some embodiments of the present disclosure, the engine includes an intake manifold, an intercooler provided with a first intake port and an exhaust port, the exhaust port communicating with the intake manifold, and a throttle disposed at the first intake port.

[0013] According to some embodiments of the present disclosure, the engine further includes an engine cylinder block, where an intake manifold communicates with the engine cylinder block, and a cylinder head that covers the upper part of the engine cylinder block and has a mounting bracket disposed thereon. In the vertical direction, the intercooler is located above the intake manifold, and the mounting bracket is fixedly connected to at least one of the intercooler and the throttle.

[0014] According to some embodiments of the present disclosure, the intercooler includes an intercooler body, an intake port cavity, and an exhaust port cavity. The intercooler body is disposed between the intake port cavity and the exhaust port cavity and communicates with the intake port cavity and the exhaust port cavity respectively. A first intake port opens into the intake port cavity, and an exhaust port opens into the exhaust port cavity.

[0015] According to some embodiments of the present disclosure, the gas storage capacity of the intercooler body is V1, and V1 satisfies the relational expression: 1200 ml ≤ V1 ≤ 1300 ml.

[0016] According to some embodiments of the present disclosure, the intake port cavity is provided with a first intake port area, a second intake port area, and a third intake port area in sequential communication. The first intake port area communicates with the first intake port, and the third intake port area communicates with the intercooler body and is configured to uniformly guide gas into the intercooler body. The cross-sectional area of the third intake port area is larger than that of the first intake port area, and the cross-sectional area of the second intake port area gradually increases from the first intake port area towards the third intake port area.

[0017] According to some embodiments of the present disclosure, the distance between the front wall and the rear wall of the second intake port area gradually increases from right to left, and the angle between the front wall and the rear wall of the second intake port area is α, where α satisfies the relational expression: 50° ≤ α ≤ 70°.

[0018] According to some embodiments of the present disclosure, in the exhaust port cavity, a first exhaust port area, a second exhaust port area, and a third exhaust port area are provided in sequential communication. The first exhaust port area communicates with the exhaust port, the third exhaust port area communicates with the intercooler body and is configured to uniformly guide gas into the intake manifold. The cross-sectional area of the third exhaust port area is smaller than that of the first exhaust port area, and the cross-sectional area of the second exhaust port area gradually decreases from the end close to the first exhaust port area toward the end close to the third exhaust port area.

[0019] According to some embodiments of the present disclosure, the distance between the front wall and the rear wall of the second exhaust port area gradually decreases from right to left, and the angle between the rear wall of the second exhaust port area and the cross-section of the exhaust port cavity is β, where β satisfies the relational expression: 20° ≤ β ≤ 40°.

[0020] According to some embodiments of the present disclosure, the distance between the upper wall and the lower wall of the second exhaust port area gradually decreases from right to left, and the angle between the upper wall and the lower wall of the second exhaust port area is γ, where γ satisfies the relational expression: 25° ≤ γ ≤ 35°.

[0021] According to some embodiments of the present disclosure, the drive assembly further includes an elastic support member. The intake manifold includes an upper manifold piece and a lower manifold piece. The upper manifold piece is disposed above the lower manifold piece. The first mounting piece is disposed on the upper manifold piece, the second mounting piece is disposed on the lower manifold piece, the first mounting piece is higher than the second mounting piece, the intercooler is disposed above the upper manifold piece and fixedly connected to the first mounting piece and the second mounting piece respectively. The elastic support member is disposed on the upper manifold piece, elastically abuts against the intercooler, and is aligned with the intercooler.

[0022] According to some embodiments of the present disclosure, a pressure stabilization cavity and an intake port passage are provided in an intake manifold. One end of the intake port passage communicates with the pressure stabilization cavity, the other end of the intake port passage communicates with the engine, the bottom wall of the intake port passage includes a first wall region, the first wall region is connected to the bottom wall of the pressure stabilization cavity and is disposed obliquely downward with respect to the bottom wall of the pressure stabilization cavity, an angle δ is formed between the first wall region and the bottom wall of the pressure stabilization cavity, and 2° ≤ δ ≤ 5°.

[0023] According to some embodiments of the present disclosure, the bottom wall of the intake port passage further includes a second wall region. The second wall region is connected to the side of the first wall region away from the pressure stabilization cavity. The second wall region is disposed obliquely downward with respect to the first wall region, an angle ε is formed between the second wall region and the first wall region, and 24° ≤ ε ≤ 26°.

[0024] According to some embodiments of the present disclosure, the volume of the pressure stabilization cavity is V2, and V2 satisfies the relational expression: 1L < V2 < 1.2L.

[0025] According to some embodiments of the present disclosure, the length of the intake port passage is L, and L satisfies the relational expression: 70mm < L < 80mm.

[0026] According to some embodiments of the present disclosure, the pressure stabilization cavity is provided with an impact separation piece, which is located in the pressure stabilization cavity to impact the inflowing gas to reduce the generation of condensed water, and a flow guiding piece, which is disposed in the pressure stabilization cavity to guide the condensed water in the pressure stabilization cavity to the intake port passage.

[0027] According to some embodiments of the present disclosure, the impact separation piece is an impact grid, a second air inlet is provided in the pressure stabilization cavity, the impact grid corresponds to the second air inlet to apply an impact to the inflowing gas to reduce the generation of condensed water, the flow guiding piece includes a plurality of flow guiding baffles, a plurality of air inlet passages are provided, each flow guiding baffle is arranged to extend towards the air inlet passage, and the plurality of flow guiding baffles guide the condensed water in the pressure stabilization cavity to the plurality of air inlet passages.

[0028] According to some embodiments of the present disclosure, the drive assembly further includes an air filter connected to the intake pipe, a mixing valve with the intake end of the mixing valve communicating with the intake pipe, the exhaust end of the mixing valve communicating with the throttle, and the negative pressure at the exhaust end of the mixing valve being greater than the negative pressure at the intake end of the mixing valve, and a first ventilation pipe with one end of the first ventilation pipe connected to the crankcase of the engine and the other end of the first ventilation pipe connected to the intake pipe.

[0029] According to some embodiments of the present disclosure, the drive assembly further includes a ventilation valve with one end of the first ventilation pipe connected to the crankcase by the ventilation valve, and a second ventilation pipe with one end of the second ventilation pipe connected to the ventilation valve, the other end of the second ventilation pipe connected to the intercooler, and the ventilation load of the second ventilation pipe being smaller than the ventilation load of the first ventilation pipe.

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

[0031] According to some embodiments of the present disclosure, the drive assembly further includes a heat insulation jacket sleeved on the first ventilation pipe, and the wall thickness of the heat insulation jacket ranges from 3 mm to 5 mm.

[0032] According to some embodiments of the present disclosure, the engine includes a cylinder head cover that communicates with a crankcase, and an air replenishment check valve that is disposed on the cylinder head cover and communicates with an air filter and the cylinder head cover respectively.

[0033] According to some embodiments of the present disclosure, the drive assembly further includes a supercharger with a mixing valve communicating with a throttle via the supercharger, and an exhaust circulation valve that communicates with the throttle via the supercharger and communicates with an exhaust manifold of the engine.

[0034] According to an embodiment of the second aspect of the present disclosure, a vehicle including the drive assembly according to the embodiment of the first aspect of the present disclosure is provided.

[0035] By using the drive assembly according to the embodiment of the first aspect of the present disclosure, the vehicle according to the embodiment of the second aspect of the present disclosure has advantages such as lightweight, compact structure, high space utilization rate, and low energy consumption.

[0036] Other aspects and advantages of the present disclosure are given in the following description, some of which will be apparent from the following description or learned from the practice of the present disclosure.

[0037] The foregoing and / or additional aspects and advantages of the present disclosure will become apparent and understandable in the description taken with reference to the following accompanying drawings.

Brief Description of the Drawings

[0038]

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DETAILED DESCRIPTION OF THE INVENTION

[0039] The embodiments described with reference to the accompanying drawings are illustrative, and the following describes the embodiments of the present disclosure in detail.

[0040] In the description of the present disclosure, terms indicating orientation or positional relationship such as "center", "longitudinal direction", "lateral direction", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "upper part", "bottom part", "inner side", "outer side", "clockwise", "counterclockwise", "axial direction", "radial direction", and "circumferential direction" are the orientation or positional relationship shown based on the accompanying drawings, and do not imply or suggest that the device or element should have a specific orientation or should be configured and operated in a specific orientation. It is only used to explain the present disclosure and simplify the description, and thus should not be construed as a limitation to the present disclosure.

[0041] In the description of the present disclosure, the "first feature" and the "second feature" may include one or more such features.

[0042] In this specification, "a plurality" means two or more.

[0043] With reference to the accompanying drawings, the drive assembly 1 according to the embodiment of the present disclosure is described below.

[0044] As shown in FIGS. 1 to 16, the drive assembly 1 according to the embodiment of the present disclosure includes an engine 100, a speed increaser 910, a generator 300, a drive electric motor 900, an energy storage device 920, and an integrated electric motor controller 500. The energy storage device 920 may be a battery pack.

[0045] 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. The integrated electric motor controller 500 is attached to the generator 300. The integrated electric motor controller 500 is connected to the generator 300, the drive electric motor 900, and the energy storage device 920 respectively.

[0046] In other words, the generator 300 may be transmission-connected to the engine 100 by the speed increaser 910. When the output rotational speed of the engine 100 is low, the power output by the engine 100 first passes through the speed increaser 910, is speeded up by the speed increaser 910, and then is transferred to the generator 300. The output rotational speed of the speed increaser 910 is greater than the output rotational speed of the engine 100. At the same time, the output torque of the speed increaser 910 is smaller than the output torque of the engine 100. In other words, the speed increaser 910 has the function of increasing speed and the function of reducing torque. As a result, the input rotational speed of the generator 300 can be within the high-efficiency operating range of the generator 300, avoiding the mismatch between the output rotational speed of the engine 100 and the high-efficiency range of the generator 300, thereby improving the system efficiency and assisting in reducing fuel consumption.

[0047] 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 engages with the second gear 914. The diameter of the first gear 913 is larger than the diameter of the second gear 914.

[0048] In addition, the integrated electric motor controller 500 is attached to the generator 300. The integrated electric motor controller 500 is connected to the generator 300, the drive electric motor 900, and the energy storage device 920, respectively. In other words, the same integrated electric motor controller 500 simultaneously controls the generator 300 and the drive electric motor 900. The generator 300 and the drive electric motor 900 may be two separately arranged electric motors. One integrated electric motor controller 500 controls the generator 300 and the drive electric motor 900, as a result, the number of parts of the drive assembly 1 can be reduced, and the weight of the drive assembly 1 can be lightened.

[0049] In addition, the integrated electric motor controller 500 is integrated with the generator 300, as a result, the generator 300 and the integrated electric motor controller 500 have a more compact structure and higher reliability, and the generator 300, the drive electric motor 900, and the integrated electric motor controller 500 have a smaller volume. In other words, the structure of the drive assembly 1 becomes more compact, further reducing the occupied space of the drive assembly 1 and facilitating the installation of the drive assembly 1. In addition, the integrated electric motor controller 500 is fixed through the casing of the generator 300, as a result, the integrated electric motor controller 500 is more securely connected and fixed.

[0050] In the drive assembly 1 of the present disclosure, the cruising distance of the engine 100 is extended by using the speed increaser 910. When the vehicle is traveling at a high speed, the generator 300 and the drive electric motor 900 may drive the vehicle cooperatively, thereby avoiding the situation where the engine 100 drives the vehicle alone. In this way, the power of the engine 100 can be appropriately reduced, as a result, the intake volume of the engine 100 can be reduced, thereby reducing the amount of cooling required for the exhaust gas of the engine 100.

[0051] For example, the generator 300 may be directly connected to the drive electric motor 900, and the power generated by the generator 300 can be directly used by the drive electric motor 900. Alternatively, the generator 300 may be connected to the energy storage device 920. The electricity generated by the generator 300 is stored in the energy storage device 920. The energy storage device 920 supplies power to the drive electric motor 900, and the drive electric motor 900 may be configured to drive and move the vehicle. In addition, when the engine 100 drives the vehicle to run, the surplus power output may drive the generator 300 to generate electricity. This can keep the engine 100 in the high-efficiency operation region, reduce the energy consumption of the vehicle, and thereby improve the fuel efficiency of the vehicle.

[0052] Thus, the drive assembly 1 according to the embodiments of the present disclosure has advantages such as being lightweight, having a compact structure, high space utilization rate, and low energy consumption.

[0053] In some specific embodiments of the present disclosure, as shown in FIGS. 11 and 12, the generator 300 includes a housing 310, a first end cap 320, a second end cap 330, a stator 340, a rotor 350, and a rotor bearing 351.

[0054] Referring to FIG. 14, the first end cap 320 is attached to one end of the housing 310 to seal and cover one end of the housing 310. A rotor bearing chamber 321 is provided in the first end cap 320. The second end cap 330 is attached to the other end of the housing 310 to seal and 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 bearing 351 is disposed on the rotor 350 and is disposed in the rotor bearing chamber 321. The integrated electric motor controller 500 is attached to the first end cap 320 and the second end cap 330.

[0055] The first end cap 320 is configured to have a generator housing mounting structure 3231. The first end cap 320 is adapted to be attached to one end of the housing 310 by the generator housing mounting structure 3231 to cover one end of the housing 310.

[0056] Specifically, the second end cap 330 and the first end cap 320 respectively cover two opposite ends of the housing 310 of the generator 300, and the second end cap 330 and the first end cap 320 may be fixedly connected to the housing 310 of the generator 300 by bolts. The rotor 350 is rotatable relative to the rotor bearing chamber 321 via the rotor bearing 351, and as a result, the rotational frictional force of the rotor 350 can be reduced, and the stator 340 can be press-fitted and mounted in the housing 310.

[0057] The rotor 350 may include a rotating shaft, a rotor core, a magnetic separation baffle, etc. The rotor core is press-fitted onto the rotating shaft. The rotor bearing 351 is sleeved on the rotating shaft. The rotating shaft may be aligned with the rotating shaft of the speed increaser via a spline. The speed increaser drives the rotor 350 of the generator 300 to rotate via a spline, and as a result, the stator 340 of the generator 300 cuts the magnetic field lines to generate an electric current.

[0058] In some specific embodiments of the present disclosure, as shown in FIGS. 12, 13, and 16, the second end cap 330 is configured to have a controller interface 332. The controller interface 332 is configured to connect the integrated electric motor controller 500 and the generator 300, and to connect the integrated electric motor controller 500 and the drive electric motor 900.

[0059] For example, in some particular embodiments of the present disclosure, as shown in FIGS. 12, 13, and 16, the second end cap 330 is configured to have a controller mounting position 331 and a controller interface 332. A first wire holder 333 and a second wire holder 334 are attached to the second end cap 330.

[0060] The controller interface 332 communicates with the first wire holder 333 and the second wire holder 334 respectively. The integrated electric motor controller 500 is attached to the controller mounting position 331 via the first wire holder 333 and the second wire holder 334. The integrated electric motor controller 500 includes a generator control module and a drive electric motor control module. The terminals of the generator control module and the terminals of the drive electric motor control module are led into the controller interface 332. The first wire holder 333 is connected to the terminals of the generator control module and the terminals of the stator 340, and electrically communicates them. The second wire holder 334 is connected to the terminals of the drive electric motor control module and the wire harness of the drive electric motor 900, and electrically communicates them.

[0061] In other words, the integrated electric motor controller 500 may communicate with the first wire holder 333 via the controller interface 332. The integrated electric motor controller 500 may also communicate with the second wire holder 334 via the controller interface 332. In addition, the terminals of the generator control module can communicate with the terminals of the stator 340 via the first wire holder 333. The terminals of the drive electric motor control module can communicate with the wire harness of the drive electric motor 900 via the second wire holder 334. In this way, the possibility that the positions of the terminals of the generator control module and the positions of the terminals of the drive electric motor control module interfere with each other is reduced, and the connection becomes more convenient.

[0062] For example, the second end cap 330 may be configured to have a first wiring cavity and a second wiring cavity. The first wire holder 333 is located within the first wiring cavity and communicates with the controller interface 332. The second wire holder 334 is located within the second wiring cavity and communicates with the controller interface 332.

[0063] In this way, the first wire holder 333 is disposed within the first wiring cavity, and the second wire holder 334 is disposed within the second wiring cavity. As a result, the first wire holder 333 and the second wire holder 334 do not further increase the volume of the second end cap 330, which helps to miniaturize the second end cap 330 and make the structure of the second end cap 330 more compact. In addition, in order to prevent the first wire holder 333 and the second wire holder 334 from being exposed, the first wiring cavity may house and protect the first wire holder 333, and the second wiring cavity may house and protect the second wire holder 334, thereby improving the safety of the electrical connection. In addition, the integrated electric motor controller 500 and the generator 300 do not need to be connected by a high-voltage wire harness, and as a result, the cost can be reduced.

[0064] In addition, two mounting screw holes for fixing the integrated electric motor controller 500 are provided in the first end cap 320 and the second end cap 330, respectively. The two screw holes are provided at two end positions of the second end cap 330 and the first end cap 320, respectively, and the integrated electric motor controller 500 may be fixed to the first end cap 320 and the second end cap 330 by four M12×35 bolts.

[0065] Therefore, the generator control module may communicate electrically with the three-phase terminals of the generator 300. The drive electric motor control module may communicate electrically with the high-voltage wire harness of the drive electric motor 900. The generator control module may control the generator 300 to operate. The drive electric motor control module may control the drive electric motor to operate. In this way, the generator 300 and the drive electric motor 900 are controlled by the same integrated electric motor controller 500, and the generator 300 and the drive electric motor 900 may be two separately arranged electric motors. The integrated electric motor controller 500 can control the generator 300 and the drive electric motor 900. As a result, the number of components of the integrated electric motor controller 500 is reduced, the cost of the integrated electric motor controller 500 is reduced, and the weight is lightened.

[0066] In some specific embodiments of the present disclosure, as shown in FIG. 13, the second end cap 330 is configured to have a sealing groove 335 disposed around the controller interface 332. A sealing ring 3351 is attached in the sealing groove 335. The sealing ring 3351 seals the gap between the integrated electric motor controller 500 and the second end cap 330. The sealing ring may be an O-ring.

[0067] For example, the sealing groove 335 may have a width of 3 mm and a depth of 1.8 mm. The sealing groove 335 may extend along the circumferential direction of the controller interface 332. The sealing ring in the sealing groove 335 may seal the integrated electric motor controller 500 and the second end cap 330. The attachment of the sealing ring is pre-positioned through the sealing groove 335, thereby making the attachment easier and realizing high sealing reliability of the sealing ring.

[0068] In some specific embodiments of the present disclosure, as shown in FIG. 14, a bearing bush 322 is mounted in the rotor bearing chamber 321. The bearing bush 322 is sleeved on the rotor bearing 351. The coefficient of thermal expansion of the bearing bush 322 is closer to the coefficient of thermal expansion of the rotor bearing 351 of the generator 300 than the coefficient of thermal expansion of the first end cap 320. Specifically, the degree of approximation between the coefficient of thermal expansion of the bearing bush 322 and the coefficient of thermal expansion of the rotor bearing 351 is higher than the degree of approximation between the coefficient of thermal expansion of the first end cap 320 and the coefficient of thermal expansion of the rotor bearing 351.

[0069] For example, the coefficient of thermal expansion of the bearing bush 322 may be close to or the same as the coefficient of thermal expansion of the rotor bearing 351 of the generator 300, and the bearing bush 322 and the generator 300 may be made of the same material. For example, the bearing bush 322 may be made of steel, the rotor bearing 351 may be made of steel, and the first end cap 320 for the range extender may be made of aluminum. As a result, the adverse effects caused by different materials of the rotor bearing chamber 321 and the rotor bearing 351 can be eliminated.

[0070] Thus, even when the generator 300 operates in a high-rotation-speed operating state for a long time and the temperature of the rotor bearing chamber 321 is high, the dimensional expansion of the bearing bush 322 may be close to or the same as the dimensional expansion of the outer ring of the rotor bearing 351. The bearing bush 322 can stably and reliably maintain an aligned state with the outer ring of the rotor bearing 351, avoiding an excessive increase in the gap between the outer ring of the rotor bearing 351 and the bearing bush 322, and avoiding excessive axial displacement of the outer ring of the rotor bearing 351. As a result, the rotor bearing 351 is less likely to be damaged, thereby ensuring the normal use of the generator 300.

[0071] In some specific embodiments of the present disclosure, the first end cap 320 is configured to have an annular generator mounting platform 323 and a plurality of reinforcing ribs 324.

[0072] The annular generator mounting platform 323 surrounds the rotor bearing chamber 321. The annular generator mounting platform 323 is configured to have a generator - casing mounting structure 3231. A plurality of reinforcing ribs 324 are each connected to the annular generator mounting platform 323 and are arranged at intervals along the circumferential direction of the rotor bearing chamber 321.

[0073] Specifically, the annular generator mounting platform 323 may protrude from the side facing the generator 300 of the first end cap 320. Due to the arrangement of the annular generator mounting platform 323, the assembly of the generator 300 and the first end cap 320 can be pre - positioned. As a result, the assembly steps of the first end cap 320 and the generator 300 can be simplified, thereby making the assembly more convenient. In addition, the annular generator mounting platform 323 may further surround the rotor bearing chamber 321 in the circumferential direction of the rotor bearing chamber 321 and then cover the rotor bearing chamber 321 in the circumferential direction of the rotor bearing chamber 321, thereby protecting the rotor bearing chamber 321 and assisting in avoiding interference between other components and the rotor bearing 351.

[0074] In addition, by arranging a plurality of reinforcing ribs 324, the structural strength of the rotor bearing chamber 321 and the structural strength of the annular generator mounting platform 323 can be improved, the load-bearing capacity of the rotor bearing chamber 321 becomes stronger, the load-bearing capacity of the annular generator mounting platform 323 also becomes stronger, and the connection strength between the annular generator mounting platform 323 and the first end cap 320 can also be improved. Thereby, the possibility that the rotor bearing chamber 321 is deformed or damaged is reduced, and the service life of the first end cap 320 is prolonged. In addition, the annular generator mounting platform 323 can more reliably fix the housing 310 of the generator 300, thereby assisting in improving the connection strength between the housing 310 of the generator 300 and the first end cap 320.

[0075] In some specific embodiments of the present disclosure, as shown in FIGS. 1 to 10 and FIG. 15, the engine 100 includes an intake manifold 110, an intercooler 120, and a throttle 130.

[0076] The intercooler 120 is provided with a first intake port 121 and an exhaust port 122. The exhaust port 122 communicates with the intake manifold 110.

[0077] The temperature of the exhaust gas discharged by the engine 100 is high, and the temperature of the inflowing gas also rises due to the pressure increase of the supercharger 840 described later. In addition, in the process of air compression, the density of the air rises, and the temperature of the air discharged by the supercharger 840 also rises. As the gas pressure rises, the density of oxygen decreases, which greatly affects the combustion efficiency of the engine 100. Therefore, by using the intercooler 120, the exhaust gas is cooled. Then, the cooled air enters the engine cylinder block 140 through the intake manifold 110 and is mixed with the fuel for combustion to release energy. As a result, the heat load of the engine 100 is significantly reduced, the intake port volume can be improved, thereby improving the combustion efficiency of the engine 100 and the power performance of the vehicle. In addition, the exhaust port 122 of the intercooler 120 communicates directly with the intake manifold 110. As a result, the structure formed by the intercooler 120 and the intake manifold 110 has a high integration level, which is further helpful for arranging the intercooler 120 within the compartment with limited space of the engine 100.

[0078] In addition, the throttle 130 may be arranged at the first intake port 121 to control the intake port volume of the first intake port 121. As a result, the intake port volume of the intercooler 120 can be accurately controlled, and the intake port volume of the intercooler 120 can be made close to or the same as the volume required by the engine 100, ensuring that the air entering the intake manifold 110 can be completely burned, thereby guaranteeing the combustion efficiency of the engine 100 and significantly reducing the fuel consumption.

[0079] In addition, compared with existing engines, in the engine 100 of the present disclosure, the intake volume of the intercooler 120 can be controlled via the throttle 130 according to different operating conditions and different intake volume requirements. In addition, with such an arrangement, the volume of air that needs to be cooled by the intercooler 120 is reduced, and as a result, the volume of the intercooler 120 can be reduced, making the structural arrangement of the engine 100 more compact, and the space arrangement requirements of the small engine section of the engine 100 can be met, bringing great convenience to the degree of freedom of the overall vehicle design.

[0080] In addition, in order to make full use of the arrangement space between the intake pipe 611 and the intercooler 120, the throttle 130 may be installed between the intake pipe 611 and the intercooler 120, and as a result, the overall height does not increase. In addition, the intake volume of the intercooler 120 can be adjusted to appropriately meet the intake volume required by the engine 100 by adjusting the opening degree of the throttle 130. In this way, the problem of wasting the internal space of the intercooler 120 is avoided, and as a result, the volume of the intercooler 120 becomes relatively small for good alignment and arrangement within the engine section of the engine 100.

[0081] In addition, a flange structure is formed at the edge of the first intake port 121 of the intercooler 120, and a flange structure that conforms to the edge of the first intake port 121 is formed at the end of the throttle 130. As a result, the end of the throttle 130 and the edge of the first intake port 121 are fixedly connected by the flange.

[0082] In some specific embodiments of the present disclosure, as shown in FIG. 1, the engine 100 further includes an engine cylinder block 140 and a cylinder head 150.

[0083] The intake manifold 110 communicates with the engine cylinder block 140. The cylinder head 150 covers above the engine cylinder block 140. The mounting bracket 151 is disposed on the cylinder head 150. In the vertical direction, the intercooler 120 is located above the intake manifold 110. The mounting bracket 151 is fixedly connected to at least one of the intercooler 120 and the throttle 130.

[0084] Accordingly, the engine 100 communicates with the intake manifold 110, and as a result, the air cooled by the intercooler 120 enters the engine cylinder block 140 through the intake manifold 110 for complete communication. In addition, the intercooler 120 with a small volume is disposed above the intake manifold 110, and as a result, the entire mounting structure becomes compact, which is helpful for the overall layout design of the engine 100 and reduces costs. In addition, the mounting bracket 151 may be disposed on the cylinder head and configured to fixedly connect at least one of the intercooler 120 and the throttle 130. In this way, the mounting mode of the entire intercooler 120 can be effectively improved, the vibration of the intercooler 120 is reduced, thereby improving the noise, vibration, and harshness (NVH) performance.

[0085] Specifically, the mounting bracket 151 is fixed to the cylinder head 150 and connected to the throttle 130. As a result, the throttle 130 can be mounted to the first intake port 121 of the intercooler 120 well and stably. In addition, a plurality of fixing brackets may be spaced apart and arranged on the intake manifold 110. The intake manifold 110 can be securely fixed to the engine cylinder block 140 or the frame via the fixing brackets. As a result, the mounting mode of the engine 100 can be improved, thereby improving the NVH performance. Further, a mounting hole is provided in the mounting bracket 151. One end of the mounting bracket 151 may be fixedly connected to the flange structure of the throttle 130, and the other end of the mounting bracket 151 may be fixedly connected to the cylinder head 150 by a fastener. As a result, the throttle 130 is fixed more securely.

[0086] In some specific embodiments of the present disclosure, as shown in FIGS. 1 and 3 to 5, the intercooler 120 includes an intercooler body 123, an intake port cavity 124, and an exhaust port cavity 128.

[0087] The intercooler body 123 is disposed between the intake port cavity 124 and the exhaust port cavity 128 and communicates with each of the intake port cavity 124 and the exhaust port cavity 128. The first intake port 121 opens into the intake port cavity 124. The exhaust port 122 opens into the exhaust port cavity 128.

[0088] In other words, one end of the intercooler body 123 communicates with the intake port cavity 124, and the first intake port 121 opens into the intake port cavity 124. After the gas enters the intake port cavity 124 through the first intake port 121, it is buffered in the intake port cavity 124. Therefore, when the gas enters the intercooler body 123 from the intake port cavity 124, it enters the intercooler body 123 at a low speed and uniformly for cooling, and stress concentration caused by non-uniform gas flow can be avoided.

[0089] Furthermore, as shown in FIG. 3, the first intake port 121 may open to the side surface of the intake port cavity 124. A smooth transition is provided at the corner of the inner wall of the intake port cavity 124. As a result, the possibility of significant gas turbulence within the intake port cavity 124 is reduced, and as a result, the uniformity of the gas flow rate and the smoothness of the gas entering the flow path of the intercooler body 123 can be effectively ensured, thereby improving the cooling performance.

[0090] In addition, the other end of the intercooler body 123 is connected to the exhaust port cavity 128, and the exhaust port 122 opens into the exhaust port cavity 128. In this way, the gas can enter the intake manifold 110 at a low and uniform speed. In addition, the smooth transition at the corner of the inner wall of the exhaust port cavity 128 is similar to the smooth transition of the intake port cavity 124. As a result, it can be effectively ensured that the gas enters the intake manifold 110 at a uniform flow rate and finally burns completely with the fuel in the engine cylinder block 140, thereby improving the combustion efficiency.

[0091] In some specific embodiments of the present disclosure, as shown in FIG. 3, the intake port cavity 124 is provided with a first intake port area 125, a second intake port area 126, and a third intake port area 127 communicating in sequence.

[0092] The first intake port area 125 communicates with the first intake port 121, and the third intake port area 127 communicates with the intercooler body 123 to uniformly guide the gas into the intercooler body 123. With such an arrangement, the gas may pass through the first intake port area 125, the second intake port area 126, and the third intake port area 127 in sequence and enter the intercooler body 123 uniformly.

[0093] The cross-sectional area of the third intake port area 127 is larger than that of the first intake port area 125. The cross-sectional area of the second intake port area 126 gradually increases from the first intake port area 125 toward the third intake port area 127. With such an arrangement, the cross-sectional area of the first intake port area 125 may be small, the cross-sectional area of the second intake port area 126 may gradually increase, and may gradually become equal to the cross-sectional area of the third intake port area 127. The appearance of the intake port cavity 124 gradually becomes larger in the intake port direction. In this way, the gas enters at a low speed from the first intake port area 125, and since the second intake port area 126 gradually expands toward the third intake port area 127, the gas can enter the intercooler body 123 uniformly.

[0094] In addition, the distance between the front wall 1261 and the rear wall 1262 of the second intake port area 126 gradually increases from right to left. The angle between the front wall 1261 and the rear wall 1262 of the second intake port area 126 is α. α satisfies the relational expression: 50° ≤ α ≤ 70°.

[0095] In this way, in the intake port direction, instead of the conventional boss structure, the intake port cavity 124 is formed by the first intake port area 125, the second intake port area 126, and the third intake port area 127 communicating in sequence. The cross-sectional area of the first intake port area 125 is small, the cross-sectional area of the second intake port area 126 gradually increases, and gradually becomes equal to the cross-sectional area of the third intake port area 127. In addition, the angle α between the front wall 1261 and the rear wall 1262 of the second intake port area 126 is set from 50° to 70°. In the front-rear direction, the gas can enter the first intake port area 125, the second intake port area 126, and the third intake port area 127 in sequence at a low speed and uniformly, that is, it is uniformly dispersed in the intake port cavity 124. As a result, the gas enters the intercooler body 123 uniformly for rapid cooling, thereby effectively improving the gas intake uniformity of the intercooler 120. Compared with the existing intercooler structure, the gas intake uniformity of the intercooler 120 is improved by more than 10%, and the cooling performance is improved by 2% to 3% or more.

[0096] Furthermore, as shown in FIG. 4, a first exhaust port area 128a, a second exhaust port area 128b, and a third exhaust port area 128c are provided in the exhaust port cavity 128 in communication in sequence.

[0097] The first exhaust port area 128a communicates with the exhaust port 122, and the third exhaust port area 128c communicates with the intercooler body 123 to uniformly introduce gas into the intake manifold 110. With such an arrangement, the gas cooled in the intercooler body 123 may pass through the first exhaust port area 128a, the second exhaust port area 128b, and the third exhaust port area 128c in sequence and enter the intake manifold 110 uniformly. As a result, the gas enters the engine cylinder block 140 uniformly for complete communication.

[0098] The cross-sectional area of the third exhaust port area 128c is smaller than the cross-sectional area of the first exhaust port area 128a. The cross-sectional area of the second exhaust port area 128b gradually decreases from the end close to the first exhaust port area 128a toward the end close to the third exhaust port area 128c. With such an arrangement, in the exhaust port direction, the cross-sectional area of the first exhaust port area 128a is large, the cross-sectional area of the second exhaust port area 128b gradually decreases, and decreases until it is equal to the cross-sectional area of the third exhaust port area 128c. As a result, the exhaust port cavity 128 has a shape that gradually decreases in the exhaust port direction. Thus, after a large amount of gas enters the first exhaust port area 128a, since the second exhaust port area 128b gradually decreases toward the third exhaust port area 128c, the gas can enter the intake manifold 110 uniformly.

[0099] In addition, the distance between the front wall 128b1 and the rear wall 128b2 of the second exhaust port area 128b gradually decreases from right to left. The angle between the rear wall 128b2 of the second exhaust port area 128b and the cross-section of the exhaust port cavity 128 is β. β satisfies the relational expression: 20° ≤ β ≤ 40°.

[0100] Thus, in the exhaust port direction, the cross-sectional area of the first exhaust port region 128a is large, the cross-sectional area of the second exhaust port region 128b gradually decreases, and decreases until it becomes equal to the cross-sectional area of the third exhaust port region 128c. The angle β between the rear wall 128b2 of the second exhaust port region 128b and the cross-section of the exhaust port cavity 128 is set to be from 20° to 40°. As a result, the gas can pass through the first exhaust port region 128a, the second exhaust port region 128b, and the third exhaust port region 128c in sequence, and can enter the intake manifold 110 at a low speed uniformly. Thereby, it can assist in reducing the gas flow rate in the intake manifold 110, thereby improving the cooling efficiency of the intercooler 120 and improving the cooling performance by 2% to more than 3%.

[0101] In some specific embodiments of the present disclosure, as shown in FIG. 4, the distance between the upper wall 128b3 and the lower wall 128b4 of the second exhaust port region 128b gradually decreases from right to left. The angle between the upper wall 128b3 and the lower wall 128b4 of the second exhaust port region 128b is γ. γ satisfies the relational expression: 25° ≤ γ ≤ 35°.

[0102] With such an arrangement, the angle γ between the upper wall 128b3 and the lower wall 128b4 of the second exhaust port region 128b is set to be from 25° to 35°. Thereby, it facilitates the flow of gas at a uniform speed, reduces the loss in the gas flow, effectively reduces the pressure loss in the intercooler 120, and thereby guarantees that the intake port volume of the intake manifold 110 is approximately equal to the required volume of the engine 100. In addition, the angle between the rear wall 128b2 of the second exhaust port region 128b and the cross-section of the exhaust port cavity 128 is set to β in combination. As a result, the gas flows uniformly at a low speed, thereby further improving the cooling efficiency of the intercooler 120.

[0103] In some specific embodiments of the present disclosure, the gas storage capacity of the intercooler body 123 is V1, and V1 satisfies the relational expression: 1200 ml ≤ V1 ≤ 1300 ml. With such an arrangement, the range of the intake port volume required by the engine 100 can be appropriately satisfied, and the volume of the intercooler body 123 can be limited to a specific range. In addition, according to the engine compartment of the engine 100 having a limited space, the volume of the intercooler body 123 is adaptively set so that the intercooler 120 can be more integrally arranged within the engine compartment of the engine 100 without occupying extra space, and a specific arrangement space for arranging other components is provided, thereby effectively optimizing the space arrangement within the compartment of the engine 100.

[0104] Regarding the intercooler 120, the maximum dimension 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. a, b, and c satisfy the relational expressions: 320 mm ≤ a ≤ 380 mm, 45 mm ≤ b ≤ 60 mm, and 100 mm ≤ c ≤ 150 mm.

[0105] For example, the maximum dimension in the length direction of the intercooler 120 may be 320 mm, 330 mm, 340 mm, 350 mm, 360 mm, 370 mm, or 380 mm. The maximum dimension in the height direction of the intercooler 120 may be 45 mm, 50 mm, 55 mm, or 60 mm. The maximum dimension in the width direction of the intercooler 120 may be 100 mm, 110 mm, 120 mm, 130 mm, 140 mm, or 150 mm.

[0106] The intake volume that requires cooling of the intercooler 120 of the drive assembly 1 of the present disclosure is small, and the volume parameter of the intercooler 120 can be reduced, and it should be noted that it can be reduced to about 1 / 3 to 1 / 4 compared with the volume parameter of the conventional intercooler. Thus, when the required volume of the engine 100 is satisfied, the volume of the entire power system can be effectively reduced, the product cost can be reduced, and sufficient layout space can be provided in the engine compartment of the engine. In particular, when the layout space of the hybrid model is compact, the intercooler 120 with a small volume is very applicable.

[0107] Of course, the volume parameter of the intercooler 120 is not limited to the above value. The volume parameter of the intercooler 120 may be set according to the designed required intake volume.

[0108] In some specific embodiments of the present disclosure, as shown in FIGS. 1 to 6, the drive assembly 1 further includes an elastic support member 600. The intake manifold 110 includes an upper manifold piece 111 and a lower manifold piece 113.

[0109] The upper manifold piece 111 is disposed above the lower manifold piece 113. A first mounting piece 112 is disposed on the upper manifold piece 111. A second mounting piece 114 is disposed on the lower manifold piece 113. The first mounting piece 112 is higher than the second mounting piece 114. The intercooler 120 is disposed above the upper manifold piece 111 and is fixedly connected to each of the first mounting piece 112 and the second mounting piece 114. The elastic support member 600 is disposed on the upper manifold piece 111, elastically abuts against the intercooler 120, and is aligned with the intercooler 120.

[0110] Specifically, the intercooler 120 is directly connected to the intake manifold 110. The first mounting piece 112 is disposed on the upper manifold piece 111, and the second mounting piece 114 is disposed on the lower manifold piece 113. When the intercooler 120 communicates with the intake manifold 110, the intercooler 120 is disposed above the upper manifold piece 111 and fixedly connected to each of the first mounting piece 112 and the second mounting piece 114. As a result, a fixed connection between the intercooler 120 and the intake manifold 110 is achieved, the assembly of the engine 100 can be simplified, and thereby the normal operation of the engine 100 is guaranteed.

[0111] In addition, the first mounting piece 112 is disposed at a position higher than the second mounting piece 114. When the intercooler 120 is disposed above the upper manifold piece 111, the lower manifold piece 113 can share the load from the intercooler 120 to prevent the upper manifold piece 111 from receiving an excessive load from the intercooler 120. As a result, the maximum endurance capacity of the intake manifold 110 can be improved.

[0112] In addition, the elastic support member 600 is disposed on the upper manifold piece 111 to elastically abut the elastic support member 600 against the intercooler 120 and align it with the intercooler 120. When the vehicle vibrates, the elastic support member 600 can provide specific support to the intercooler 120. As a result, the force applied to the intake manifold 110 by the intercooler 120 can be made more uniform. In this way, the service life of the second mounting piece 114 can be extended, and the reliability of the engine 100 is improved. In addition, friction between the intercooler 120 and the intake manifold 110 and the accompanying noise can be avoided, and as a result, the NVH performance of the engine 100 can be improved.

[0113] In some specific embodiments of the present disclosure, as shown in FIG. 8, a pressure stabilization cavity 115 and an intake port passage 119 are provided in the intake manifold 110.

[0114] One end of the intake passage 119 communicates with the pressure stabilization cavity 115, and the other end of the intake passage 119 communicates with the engine 100. The bottom wall of the intake passage 119 includes a first wall area 119a. The first wall area 119a is connected to the bottom wall of the pressure stabilization cavity 115 and is arranged obliquely downward with respect to the bottom wall of the pressure stabilization cavity 115. An angle δ is formed between the first wall area 119a and the bottom wall of the pressure stabilization cavity 115. 2° ≤ δ ≤ 5°.

[0115] In this way, the gas entering the intake manifold 110 is first buffered in the pressure stabilization cavity 115 and then induced into the cylinder of the engine 100 through the intake passage 119, and as a result, the normal operation of the intake manifold 110 can be realized. In addition, an angle is formed between the first wall area 119a of the intake passage 119 and the bottom wall of the pressure stabilization cavity 115, and the condensed water can naturally flow downward along the second wall area 119b under the action of gravity. As a result, the condensed water can be further prevented from accumulating in the pressure stabilization cavity 115 and the intake passage 119, and the operating performance of the engine 100 can be further improved.

[0116] In addition, 2° ≤ δ ≤ 5°, and as a result, the angle at which the bottom wall of the pressure stabilization cavity 115 slopes downward obliquely with respect to the first wall region 119a is set within an appropriate range. Thus, in one aspect, the angle between the bottom wall of the pressure stabilization cavity 115 and the bottom wall of the intake passage 119 is prevented from becoming excessively small, ensuring that condensed water can flow naturally along the bottom wall of the pressure stabilization cavity 115 to the bottom wall of the intake passage 119, thereby suppressing the accumulation of condensed water in the pressure stabilization cavity 115. In another aspect, the angle between the bottom wall of the pressure stabilization cavity 115 and the bottom wall of the intake passage 119 is prevented from becoming excessively large, improving the buffering effect of the pressure stabilization cavity 115 on the gas. As a result, the structural design of the intake manifold 110 can be optimized, ensuring that the intake manifold 110 operates normally, suppressing the accumulation of condensed water in the intake manifold 110, and improving the operating performance of the engine 100.

[0117] Furthermore, as shown in FIG. 8, the bottom wall of the intake passage 119 further includes a second wall region 119b.

[0118] The second wall region 119b is connected to the side of the first wall region 119a away from the pressure stabilization cavity 115. The second wall region 119b is arranged obliquely downward with respect to the first wall region 119a. An angle ε is formed between the second wall region 119b and the first wall region 119a. 24° ≤ ε ≤ 26.

[0119] Therefore, the angle between the second wall region 119b and the first wall region 119a may be set within an appropriate range. Thus, the angle at which the second wall region 119b slopes downward obliquely with respect to the first wall region 119a may be appropriately set, and as a result, when condensed water flows from the first wall region 119a to the second wall region 119b, the flow rate of the condensed water is controlled within an appropriate range, making the flow of condensed water in the second wall region 119b more stable and smooth.

[0120] It should be noted that the connection between the first wall area 119a and the second wall area 119b may be arc-shaped. In this way, the first wall area 119a and the second wall area 119b may be connected by a smooth transition portion, and as a result, the flow path of the condensed water can be made smoother, and the stability and smoothness of the condensed water flowing on the bottom wall of the intake port passage 119 can be further improved.

[0121] In addition, the angle formed between the bottom wall of the pressure stabilization cavity 115 and the bottom wall of the intake port passage 119, and the angle formed between the tangent of the second wall area 119b and the first wall area 119a are further defined. As a result, the angle formed between the bottom wall of the pressure stabilization cavity 115 and the bottom wall of the intake port passage 119, and the angle formed between the tangent of the second wall area 119b and the first wall area 119a can be controlled within a better range, and the structural design of the intake manifold 110 can be further optimized, thereby ensuring the normal operation of the intake manifold 110 and further improving the operating performance of the engine 100.

[0122] In some specific embodiments of the present disclosure, the volume of the pressure stabilization cavity 115 is V2, and V2 satisfies the relational expression: 1L < V2 < 1.2L.

[0123] In this way, the volume of the pressure stabilization cavity 115 may be set within an appropriate range. As a result, on the premise of ensuring the structural compactness of the intake manifold 110, the pressure stabilization cavity 115 can effectively buffer the gas entering the intake manifold 110, and the stable gas enters the engine 100 through the intake port passage 119, thereby ensuring the normal operation of the engine 100 and improving the operating performance of the engine 100.

[0124] In some specific embodiments of the present disclosure, the length of the intake passage 119 is L, and L satisfies the relational expression: 70 mm < L < 80 mm. The length of the intake passage 119 means the extension length of the intake passage 119 in the intake direction, that is, the sum of the length of the first wall region 119a and the length of the second wall region 119b. With such an arrangement, the length of the intake passage 119 may be set within an appropriate range. When the engine 100 operates in a high-speed range, the power and torque can be improved, the fuel consumption can be reduced, and as a result, the structural design of the intake manifold 110 can be further optimized, thereby improving the operating performance of the engine 100.

[0125] In some specific embodiments of the present disclosure, as shown in FIG. 9, an impact separation piece 1151 and a flow guiding piece 1152 are provided in the pressure stabilization cavity 115.

[0126] The impact separation piece 1151 is located in the pressure stabilization cavity 115 to impart an impact to the inflowing gas to reduce the generation of condensed water. The flow guiding piece 1152 is disposed in the pressure stabilization cavity 115 to guide the condensed water in the pressure stabilization cavity 115 to the intake passage 119. In this way, the condensed water entering the pressure stabilization cavity 115 can impact the impact separation piece 1151, and as a result, the rapidly flowing condensed water can diffuse to different positions in the pressure stabilization cavity 115, and the flow rate of the condensed water can be reduced. In addition, when the condensed water in the pressure stabilization cavity 115 flows into the intake passage 119, the flow guiding piece 1152 can guide the condensed water into the intake passage 119. As a result, the flow of the condensed water is more stable, the flow of the condensed water entering the intake passage 119 becomes more uniform, the flow of the condensed water entering the cylinder through the intake passage 119 can become more uniform, and the operating performance of the engine 100 can be improved.

[0127] Furthermore, as shown in FIG. 9, the impact separation piece 1151 is an impact grid 116, and the flow guiding piece 1152 includes a plurality of flow guiding baffles 117.

[0128] As shown in FIGS. 9 and 10, a second intake port 118 is provided in the pressure stabilization cavity 115. The impact grid 116 corresponds to the second intake port 118 in order to impart an impact to the inflowing gas and reduce the generation of condensed water at the second intake port 118. The impact grid 116 mainly imparts an impact and friction to the inflowing gas at the second intake port 118, and as a result, heat is generated to raise the gas temperature of the inflowing gas, thereby reducing the generation of condensed water.

[0129] A plurality of intake port passages 119 are provided. Each flow guiding baffle 117 is arranged to extend toward the intake port passage 119. The plurality of flow guiding baffles 117 guide the condensed water in the pressure stabilization cavity 115 to the plurality of intake port passages 119.

[0130] Specifically, the plurality of intake port passages 119 communicate with the cylinders of the engine 100 in correspondence. When the gas in the intercooler 120 enters the pressure stabilization cavity 115 through the second intake port 118, the separation of condensed water at the second intake port 118 can be promoted. The transition portion between the second intake port 118 and the intercooler 120 may be "U" shaped to promote the generation of condensed water. The condensed water may pass through the pressure stabilization cavity 115 and the plurality of intake port passages 119 in sequence and flow into the combustion chamber of the cylinder accordingly. The impact grid 116 is arranged in the pressure stabilization cavity 115, and the impact grid 116 corresponds to the second intake port 118. As a result, the condensed water entering the pressure stabilization cavity 115 can impact the impact grid 116, and the rapidly flowing condensed water can diffuse to different positions in the pressure stabilization cavity 115, and the flow rate of the condensed water can be reduced.

[0131] A plurality of flow guiding baffles 117 are arranged, and the flow guiding baffles 117 are arranged to extend towards the intake passage 119. As a result, when the condensed water in the pressure stabilization cavity 115 flows into the intake passage 119, the flow guiding baffles 117 can guide the condensed water into the intake passage 119. Thereby, the flow of the condensed water can be made more stable, the flow of the condensed water entering the intake passage 119 becomes more uniform, and as a result, the flow of the condensed water flowing into the cylinder through the intake passage 119 becomes more uniform, and the operating performance of the engine 100 can be improved.

[0132] It should be noted that the height and width of the impact grid 116 and the flow guiding baffle 117 should not be excessively large. In this way, the arrangement of the impact grid 116 and the flow guiding baffle 117 can be suppressed from affecting the normal intake of the intake manifold 110, and the length and direction of the flow guiding baffle 117 can be adjusted according to the actual flow direction of the condensed water in the intake manifold 110.

[0133] In some specific embodiments of the present disclosure, as shown in FIGS. 1, 2, and 15, the drive assembly 1 further includes an air filter 610, a mixing valve 700, and a first ventilation pipe 800.

[0134] The air filter 610 is connected to the intake pipe 611. The intake end 720 of the mixing valve 700 communicates with the intake pipe 611. The exhaust end 710 of the mixing valve 700 communicates with the throttle 130. The negative pressure at the exhaust 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.

[0135] In other words, the mixing valve 700 is disposed between the throttle 130 and the intake pipe 611. Fresh air filtered by the air filter 610 is first introduced into the mixing valve 700 through the intake pipe 611. In addition, the blow-by conveyance oil gas in the crankcase 180 is also introduced into the intake pipe 611. The fresh air and the blow-by conveyance oil gas are mixed in the intake pipe 611 to form a mixed gas, and the mixed gas is introduced into the intercooler 120 through the mixing valve 700 and finally introduced into the engine cylinder block 140 for combustion.

[0136] The negative pressure at the exhaust port end 710 of the mixing valve 700 is greater than the negative pressure at the intake port end 720 of the mixing valve 700. It should be noted that the exhaust port end 710 of the mixing valve 700 is generally connected to the supercharger 840, and a large negative pressure is formed at the inlet of the supercharger 840. Therefore, the negative pressure at the exhaust port end 710 of the mixing valve 700 is greater than the negative pressure at the intake port end 720 of the mixing valve 700. The exhaust port end 710 of the mixing valve 700 is the end from which the mixed gas is discharged from the mixing valve 700. The intake port end 720 of the mixing valve 700 is the end where the mixed gas enters the mixing valve 700, that is, the connection part between the mixing valve 700 and the intake pipe 611. The negative pressure at the exhaust port end 710 of the mixing valve 700 is large and may be up to 15 kPa. The negative pressure at the intake port end 720 of the mixing valve 700, that is, in the intake pipe 611, is small and less than about 5 kPa. The negative pressure in the crankcase 180 is also generally less than 5 kPa. The blow-by transport oil-gas in the crankcase 180 may be introduced into the intake pipe 611 through the first ventilation pipe 800, mixed with fresh air to form a mixed gas, and the mixed gas then passes through the mixing valve 700 and the intercooler 120 and enters the engine cylinder block 140 and can be removed by combustion. In addition, the other end of the first ventilation pipe 800 is connected to the intake pipe 611. The negative pressure at the exhaust port end 710 of the mixing valve 700 is greater than the negative pressure at the intake port end 720 of the mixing valve 700. Thus, due to the large negative pressure at the other end of the first ventilation pipe 800, the oil in the crankcase 180 can be suppressed from entering the intake pipe 611, and as a result, the oil loss in the crankcase 180 can be reduced.

[0137] In some specific embodiments of the present disclosure, as shown in FIGS. 1 and 15, the drive assembly 1 further includes a ventilation valve 810 and a second ventilation pipe 820.

[0138] One end of the first ventilation pipe 800 is connected to the crankcase 180 by a ventilation valve 810. One end of the second ventilation pipe 820 is connected to the ventilation valve 810. 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 smaller than that of the first ventilation pipe 800.

[0139] The ventilation valve 810 may control the ventilation of the crankcase 180. The ventilation valve 810 communicates with the crankcase 180. For example, when the pressure in the intake pipe 611 is higher than the pressure in the crankcase 180, the ventilation valve 810 selects to communicate the crankcase 180 with the first ventilation pipe 800, and the blow-by conveyance oil-gas in the crankcase 180 is introduced into the intake pipe 611 through the first ventilation pipe 800 and mixed with fresh air. When the pressure in the intake pipe 611 is not higher than the pressure in the crankcase 180, the ventilation valve 810 selects not to communicate the crankcase 180 with the first ventilation pipe 800.

[0140] In addition, 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 in the intake pipe 611 is greater than the pressure in the crankcase 180, since the ventilation load of the second ventilation pipe 820 is smaller than that of the first ventilation pipe 800, in this case, the ventilation valve 810 selects to communicate the crankcase 180 with the second ventilation pipe 820, and the blow-by conveyance oil-gas in the crankcase 180 is introduced into the intercooler 120 through the second ventilation pipe 820 and further introduced into the engine cylinder block 140 for combustion. In addition, the ventilation valve 810 can prevent the gas in the intake pipe 611 from entering the crankcase 180 at a positive pressure through the second ventilation pipe 820 and the ventilation valve 810. In this way, the blow-by in the crankcase 180 can be discharged more appropriately, and the ventilation system of the crankcase 180 can operate normally.

[0141] In some specific embodiments of the present disclosure, as shown in FIG. 1, the height of the first ventilation pipe 800 gradually decreases from one end of the first ventilation pipe 800 to the other end.

[0142] 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 part between the first ventilation pipe 800 and the ventilation valve 810 is at the highest position. As a result, the oil gas in the first ventilation pipe 800 is cooled in a low-temperature environment to form a liquid, and the situation where it flows back to the connection part between the first ventilation pipe 800 and the ventilation valve 810 and freezes can be avoided. Thereby, the excessive high pressure in the crankcase 180 caused by the blockage in the ventilation valve 810 is avoided.

[0143] In some specific embodiments of the present disclosure, as shown in FIG. 1, the height of the second ventilation pipe 820 gradually decreases from one end of the second ventilation pipe 820 to the other end.

[0144] 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 intermediate cooler 120. The height of the second ventilation pipe 820 gradually decreases from one end of the second ventilation pipe 820 to the other end of the second ventilation pipe 820. In this way, the connection part between the second ventilation pipe 820 and the ventilation valve 810 is at the highest position. As a result, the oil gas in the second ventilation pipe 820 is cooled in a low-temperature environment to form a liquid, and the situation where it flows back to the connection part between the second ventilation pipe 820 and the ventilation valve 810 and freezes can be avoided. Thereby, the excessive high pressure in the crankcase 180 caused by the blockage in the ventilation valve 810 is avoided.

[0145] In some specific embodiments of the present disclosure, as shown in FIG. 1, the drive assembly 1 further includes a heat insulation jacket 830. The heat insulation jacket 830 is sleeved on the first ventilation pipe 800. The heat insulation jacket 830 can achieve heat insulation. In this way, the situation where the oil gas in the first ventilation pipe 800 is cooled in a low-temperature environment to form a liquid can be avoided, and the blockage caused by freezing at the connection between the first ventilation pipe 800 and the ventilation valve 810 can be avoided.

[0146] Naturally, the heat insulation jacket 830 may also be sleeved on the second ventilation pipe 820. As a result, the situation where the oil gas in the second ventilation pipe 820 is cooled in a low-temperature environment to form a liquid can be avoided, and the blockage caused by freezing at the connection between the second ventilation pipe 820 and the ventilation valve 810 can be avoided.

[0147] In addition, the wall thickness of the heat insulation jacket 830 ranges from 3 mm to 5 mm. In this way, the wall thickness of the heat insulation jacket 830 can be prevented from being excessively small. As a result, heat insulation for the first ventilation pipe 800 can be effectively achieved, and the gas temperature in the first ventilation pipe 800 can be prevented from becoming excessively low. In another aspect, the wall thickness of the heat insulation jacket 830 can be prevented from being excessively large. As a result, the diameter after the heat insulation jacket 830 is sleeved on the first ventilation pipe 800 will not become excessively large, thereby facilitating the arrangement.

[0148] In some specific embodiments of the present disclosure, as shown in FIGS. 1 and 15, the engine 100 includes a cylinder head cover 160 and an air replenishment one-way valve 170.

[0149] The cylinder head cover 160 communicates with the crankcase 180. The air replenishment one-way valve 170 is disposed on the cylinder head cover 160 and communicates with the air filter 610 and the cylinder head cover 160 respectively.

[0150] Specifically, the air replenishment one-way valve 170 communicates with the air filter 610. When gas is introduced from the second ventilation pipe 820 into the intake port pipe 611, the air filter 610 can introduce fresh air into the air replenishment one-way valve 170. The air replenishment one-way valve 170 is disposed on the cylinder head cover 160, and the cylinder head cover 160 communicates with the crankcase 180. In this way, fresh air may be introduced into the crankcase 180, and the fresh air can form a gas flow in the crankcase 180. As a result, blow-by in the crankcase 180 can be discharged as much as possible, ensuring good ventilation in the crankcase 180 and avoiding high negative pressure in the crankcase 180. In addition, in order to prevent blow-by in the crankcase 180 from being discharged to the air filter 610, the air replenishment one-way valve 170 may be a one-way valve, thereby extending the service life of the air filter 610 and improving the operating performance of the air filter 610.

[0151] In some specific embodiments of the present disclosure, as shown in FIGS. 1 and 15, the drive assembly 1 further includes a supercharger 840 and an exhaust circulation valve 850.

[0152] The mixing valve 700 communicates with the throttle 130 via the supercharger 840. The exhaust circulation valve 850 communicates with the throttle 130 via the supercharger 840. The exhaust circulation valve 850 communicates with the exhaust manifold of the engine 100.

[0153] The supercharger 840 may increase the pressure and temperature of the mixed gas. The exhaust circulation valve 850 is mainly configured to control the introduction of exhaust, and the exhaust generally contains oil gas. After the mixed gas passes through the mixing valve 700, the exhaust may be mixed with the mixed gas again via the exhaust circulation valve 850. In this way, the proportion of oil gas in the mixed gas can be increased, and as a result, the mixing degree of the oil gas and fresh air is improved, enabling the mixed gas to burn completely.

[0154] Of course, the exhaust circulation valve 850 may adjust the volume of the exhaust entering the engine 100 to ensure that the volume of the oil-gas in the mixed gas is within an appropriate range.

[0155] A vehicle 1000 according to an embodiment of the present disclosure will be described below with reference to FIG. 17. The vehicle 1000 includes the drive assembly 1 according to the foregoing embodiment of the present disclosure.

[0156] By using the drive assembly 1 according to the foregoing embodiment of the present disclosure, the vehicle 1000 according to the embodiment of the present disclosure has advantages such as lightweight, compact structure, high space utilization rate, and low energy consumption.

[0157] The drive assembly 1 according to the embodiment of the present disclosure and other components and operations of the vehicle including the drive assembly are known to those skilled in the art and will not be described in detail again in this specification.

[0158] In the description of this specification, the description of reference terms such as "one embodiment", "some embodiments", "exemplary embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described with reference to the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the general description of the foregoing terms is not necessarily directed to the same embodiment or example.

[0159] Although embodiments of the present disclosure have been shown and described, those skilled in the art should understand that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the present disclosure, and the scope of the present disclosure is as defined by the appended claims and their equivalents.

Explanation of Reference Numerals

[0160] 1 Drive assembly 100 Engine 110 Intake manifold 111 Upper manifold piece 112 First mounting piece 113 Lower manifold piece 114 Second mounting piece 115 Pressure stabilization cavity 116 Impact grid 117 Flow induction baffle 118 Second air intake 119 Air intake passage 119a First wall area 119b Second wall area 120 Intercooler 121 First air intake 122 Exhaust port 123 Intercooler body 124 Air intake cavity 125 First air intake area 126 Second air intake area 1261 Front wall 1262 Rear wall 127 Third air intake area 128 Exhaust port cavity 128a First exhaust port area 128b Second exhaust port area 128b1 Front wall 128b2 Rear wall 128b3 Upper wall 128b4 Lower wall 128c Third exhaust port area 130 Throttle 140 Engine cylinder block 150 Cylinder head 151 Mounting bracket 160 Cylinder head cover 170 Air replenishment one-way valve 180 Crankcase 300 Generator 310 Housing 320 First end cap 321 Rotor bearing chamber 322 Bearing bush 323 Annular generator mounting platform 324 Reinforcing rib 330 Second end cap 331 Controller mounting position 332 Controller interface 333 First wire holder 334 Second wire holder 335 Sealing groove 340 Stator 350 Rotor 500 Integrated electric motor controller 600 Elastic support member 610 Air filter 611 Intake pipe 700 Mixing valve 710 Exhaust port end 720 Intake port end 800 First ventilation pipe 810 Ventilation valve 820 Second ventilation pipe 830 Heat insulation jacket 840 Supercharger 850 Exhaust circulation valve 900 Driving electric motor 910 Speed increaser 911 Input end 912 Output end 913 First gear 914 Second gear 920 Energy storage device 3231 Generator casing mounting structure 351 Rotor bearing 1000 Vehicle

Claims

1. An engine (100), A speed increaser (910) having an input end (911) of the speed increaser (910) connected to the engine (100), An energy storage device (920), A generator (300) having the generator (300) connected to an output end (912) of the speed increaser (910), A drive electric motor (900), An integrated electric motor controller (500) attached to the generator (300), and the integrated electric motor controller (500) being connected to each of the generator (300), the drive electric motor (900), and the energy storage device (920), A drive assembly (1) comprising the same.

2. The generator (300) includes A housing (310), A first end cap (320) attached to one end of the housing (310) to seal and cover the one end of the housing (310), and a rotor bearing chamber (321) is provided in the first end cap (320), A second end cap (330) attached to the other end of the housing (310) to seal and cover the other end of the housing (310), A stator (340) installed within the housing (310), A rotor (350) installed within the housing (310) and rotatable relative to the stator (340), A rotor bearing (351) disposed on the rotor (350) and disposed within the rotor bearing chamber (321), And comprising, The drive assembly (1) according to claim 1, wherein the integrated electric motor controller (500) is attached to the first end cap (320) and the second end cap (330).

3. The drive assembly (1) according to claim 2, wherein the second end cap (330) is configured to have a controller interface (332), and the controller interface (332) connects the integrated electric motor controller (500) and the generator (300), and is configured to connect the integrated electric motor controller (500) and the drive electric motor (900).

4. The drive assembly (1) according to claim 3, wherein the second end cap (330) is configured to have a sealing groove (335) disposed around the controller interface (332), a sealing ring (3351) is mounted in the sealing groove (335), and the sealing ring (3351) seals a gap between the integrated electric motor controller (500) and the second end cap (330).

5. The drive assembly (1) according to any one of claims 2 to 4, wherein a bearing bush (322) is mounted in the rotor bearing chamber (321), the bearing bush (322) is sleeved on the rotor bearing (351), and the coefficient of thermal expansion of the bearing bush (322) is closer to the coefficient of thermal expansion of the rotor bearing (351) of the generator (300) than the coefficient of thermal expansion of the first end cap (320).

6. The drive assembly (1) according to any one of claims 2 to 5, wherein the first end cap (320) is configured to have an annular generator mounting platform (323) and a plurality of reinforcing ribs (324), the annular generator mounting platform (323) surrounds the rotor bearing chamber (321), the annular generator mounting platform (323) is configured to have a generator casing mounting structure (3231), and the plurality of reinforcing ribs (324) are each connected to the annular generator mounting platform (323) and are spaced apart along the circumferential direction of the rotor bearing chamber (321).

7. The engine (100) has an intake manifold (110), an intercooler (120), wherein the intercooler (120) is provided with a first intake port (121) and an exhaust port (122), and the exhaust port (122) communicates with the intake manifold (110). A throttle (130), wherein the throttle (130) is disposed at a first intake port (121), and the throttle (130) The drive assembly (1) according to any one of claims 1 to 6, comprising

8. The engine (100) is An engine cylinder block (140), wherein the intake manifold (110) communicates with the engine cylinder block (140), and the engine cylinder block (140) A cylinder head (150), wherein the cylinder head (150) covers the upper part of the engine cylinder block (140), and a mounting bracket (151) is disposed on the cylinder head (150), and the cylinder head (150) Further comprising In the vertical direction, the intercooler (120) is located above the intake manifold (110), and the mounting bracket (151) is fixedly connected to at least one of the intercooler (120) and the throttle (130). The drive assembly (1) according to claim 7.

9. The intercooler (120) is An intercooler body (123), and An intake port cavity (124), wherein the first intake port (121) opens into the intake port cavity (124), and the intake port cavity (124) An exhaust port cavity (128), wherein the intercooler body (123) is disposed between the intake port cavity (124) and the exhaust port cavity (128), communicates with each of the intake port cavity (124) and the exhaust port cavity (128), and the exhaust port (122) opens into the exhaust port cavity (128), and the exhaust port cavity (128) The drive assembly (1) according to claim 7 or 8, comprising

10. The gas storage capacity of the intercooler body (123) is V1, and V1 satisfies the relational expression: 1200 ml ≤ V1 ≤ 1300 ml. The drive assembly (1) according to claim 9.

11. A first intake port area (125), a second intake port area (126), and a third intake port area (127) are provided in the intake port cavity (124) in sequence and communicate with each other. The first intake port area (125) communicates with the first intake port (121), and the third intake port area (127) communicates with the intercooler body (123) and is configured to uniformly guide gas into the intercooler body (123). The cross-sectional area of the third intake port area (127) is larger than the cross-sectional area of the first intake port area (125), and the cross-sectional area of the second intake port area (126) gradually increases from the first intake port area (125) toward the third intake port area (127). The drive assembly (1) according to claim 9 or 10.

12. The distance between the front wall (1261) and the rear wall (1262) of the second intake port area (126) gradually increases from right to left, the angle between the front wall (1261) and the rear wall (1262) of the second intake port area (126) is α, and α satisfies the relational expression: 50° ≤ α ≤ 70°. The drive assembly (1) according to claim 11.

13. A first exhaust port area (128a), a second exhaust port area (128b), and a third exhaust port area (128c) are provided in the exhaust port cavity (128) in sequence and communicate with each other. The first exhaust port area (128a) communicates with the exhaust port (122), and the third exhaust port area (128c) communicates with the intercooler body (123) and is configured to uniformly guide gas into the intake manifold (110). The cross-sectional area of the third exhaust port area (128c) is smaller than the cross-sectional area of the first exhaust port area (128a), and the cross-sectional area of the second exhaust port area (128b) gradually decreases from the end close to the first exhaust port area (128a) toward the end close to the third exhaust port area (128c). The drive assembly (1) according to any one of claims 9 to 12.

14. The distance between the front wall (128b1) and the rear wall (128b2) of the second exhaust port area (128b) gradually decreases from right to left, the angle between the rear wall (128b2) of the second exhaust port area (128b) and the cross-section of the exhaust port cavity (128) is β, and β satisfies the relational expression: 20° ≤ β ≤ 40°. The drive assembly (1) according to claim 13.

15. The distance between the upper wall (128b3) and the lower wall (128b4) of the second exhaust port area (128b) gradually decreases from right to left, the angle between the upper wall (128b3) and the lower wall (128b4) of the second exhaust port area (128b) is γ, and γ satisfies the relational expression: 25° ≤ γ ≤ 35°. The drive assembly (1) according to claim 13 or 14.

16. Further comprising an elastic support member (600), the intake manifold (110) comprising an upper manifold piece (111) and a lower manifold piece (113), the upper manifold piece (111) being disposed above the lower manifold piece (113), a first mounting piece (112) being disposed on the upper manifold piece (111), a second mounting piece (114) being disposed on the lower manifold piece (113), the first mounting piece (112) being higher than the second mounting piece (114), the intercooler (120) being disposed above the upper manifold piece (111) and fixedly connected to each of the first mounting piece (112) and the second mounting piece (114), the elastic support member (600) being disposed on the upper manifold piece (111) and elastically abutting against the intercooler (120) and being aligned with the intercooler (120). The drive assembly (1) according to any one of claims 7 to 15.

17. The intake manifold (110) is provided with a pressure stabilization cavity (115) and an intake port passage (119), one end of the intake port passage (119) communicating with the pressure stabilization cavity (115), the other end of the intake port passage (119) communicating with the engine (100), the bottom wall of the intake port passage (119) comprising a first wall area (119a), the first wall area (119a) being connected to the bottom wall of the pressure stabilization cavity (115) and being disposed obliquely downward with respect to the bottom wall of the pressure stabilization cavity (115), an angle δ being formed between the first wall area (119a) and the bottom wall of the pressure stabilization cavity (115), and 2° ≤ δ ≤ 5°. The drive assembly (1) according to any one of claims 7 to 16.

18. The bottom wall of the intake port passage (119) is Further comprising a second wall region (119b), the second wall region (119b) being connected to a side of the pressure stabilization cavity (115) of the first wall region (119a) away from the pressure stabilization cavity (115), the second wall region (119b) being disposed obliquely downward with respect to the first wall region (119a), an angle ε being formed between the second wall region (119b) and the first wall region (119a), and 24° ≤ ε ≤ 26, the drive assembly (1) according to claim 17.

19. The volume of the pressure stabilization cavity (115) is V2, and V2 satisfies the relational expression: 1 L < V2 < 1.2 L, the drive assembly (1) according to claim 17 or 18.

20. The length of the intake passage (119) is L, and L satisfies the relational expression: 70 mm < L < 80 mm, the drive assembly (1) according to any one of claims 17 to 19.

21. In the pressure stabilization cavity (115), an impact separation piece (1151), the impact separation piece (1151) being located in the pressure stabilization cavity (115) to impart an impact to the inflowing gas to reduce the generation of condensed water, an impact separation piece (1151); a flow guiding piece (1152), the flow guiding piece (1152) being disposed in the pressure stabilization cavity (115) to guide the condensed water in the pressure stabilization cavity (115) to the intake passage (119), a flow guiding piece (1152) is provided, the drive assembly (1) according to any one of claims 17 to 20.

22. The impact separation piece (1151) is an impact grid (116), a second intake port (118) is provided in the pressure stabilization cavity (115), the impact grid (116) corresponding to the second intake port (118) to impart an impact to the inflowing gas to reduce the generation of condensed water, the flow guiding piece (1152) includes a plurality of flow guiding baffles (117), a plurality of intake passages (119) are provided, each flow guiding baffle (117) is arranged to extend toward the intake passage (119), and the plurality of flow guiding baffles (117) guide the condensed water in the pressure stabilization cavity (115) to the plurality of intake passages (119), the drive assembly (1) according to claim 21.

23. An air filter (610), wherein the air filter (610) is connected to an intake pipe (611). A mixing valve (700), wherein an intake port end (720) of the mixing valve (700) communicates with the intake pipe (611), an exhaust port end (710) of the mixing valve (700) communicates with the throttle (130), and a negative pressure at the exhaust port end (710) of the mixing valve (700) is greater than a negative pressure at the intake port end (720) of the mixing valve (700). A first ventilation pipe (800), wherein one end of the first ventilation pipe (800) is connected to a crankcase (180) of the engine (100), and the other end of the first ventilation pipe (800) is connected to the intake pipe (611). The drive assembly (1) according to any one of claims 7 to 22, further comprising the above components.

24. A ventilation valve (810), wherein one end of the first ventilation pipe (800) is connected to the crankcase (180) by the ventilation valve (810). A second ventilation pipe (820), wherein one end of the second ventilation pipe (820) is connected to the ventilation valve (810), the other end of the second ventilation pipe (820) is connected to the intercooler (120), and a ventilation load of the second ventilation pipe (820) is smaller than a ventilation load of the first ventilation pipe (800). The drive assembly (1) according to claim 23, further comprising the above components.

25. The height of the first ventilation pipe (800) gradually decreases from the one end to the other end of the first ventilation pipe (800), and / or The height of the second ventilation pipe (820) gradually decreases from the one end to the other end of the second ventilation pipe (820). The drive assembly (1) according to claim 24.

26. Further comprising a heat insulation jacket (830), wherein the heat insulation jacket (830) is sleeved on the first ventilation pipe (800), and a wall thickness of the heat insulation jacket (830) is in a range of 3 mm to 5 mm. The drive assembly (1) according to any one of claims 23 to 25.

27. The engine (100) is A cylinder head cover (160), wherein the cylinder head cover (160) communicates with the crankcase (180). An air replenishment check valve (170), wherein the air replenishment check valve (170) is disposed in the cylinder head cover (160) and communicates with the air filter (610) and the cylinder head cover (160) respectively, and the air replenishment check valve (170). The drive assembly (1) according to any one of claims 23 to 26, comprising: **Claim 28** A supercharger (840), wherein the mixing valve (700) communicates with the throttle (130) via the supercharger (840), and the supercharger (840). An exhaust circulation valve (850), wherein the exhaust circulation valve (850) communicates with the throttle (130) via the supercharger (840), and the exhaust circulation valve (850) communicates with the exhaust manifold of the engine (100), and the exhaust circulation valve (850). The drive assembly (1) according to any one of claims 23 to 27, further comprising: **Claim 29** A vehicle (1000) comprising the drive assembly (1) according to any one of claims 1 to 28.

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