Drive assembly and vehicle having it

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, titled "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. With such an arrangement, an integrated electric motor - controller, such as a driving integrated electric motor - controller, occupies a large space, resulting in low space utilization rate. This 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, the objective 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 objectives, according to one embodiment of the first aspect of the present disclosure, a drive assembly is provided which includes an engine, a speed increaser having an input terminal connected to the engine, a generator having an output terminal connected to the speed increaser, a drive electric motor, an energy storage device, and an integrated electric motor controller having an integrated electric motor controller mounted on the generator and connected to the generator, the drive electric motor, and the energy storage device, respectively.

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

[0007] According to some embodiments of the present disclosure, the generator includes a housing; a first end cap, the first end cap being attached to one end of the housing to seal and cover the other end of the housing and having a rotor bearing chamber; a second end cap, the second end cap being attached to the other end of the housing to seal and cover the other end of the housing; a stator and a rotor, the stator and rotor being mounted within the housing and the rotor being rotatable relative to the stator; and a rotor bearing, the rotor bearing being positioned on the rotor and positioned within a rotor bearing chamber. An 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, the controller interface is configured to connect an integrated electric motor controller to a generator and to connect the integrated electric motor controller to a drive electric motor.

[0009] According to some embodiments of the present disclosure, the second end cap is configured to have a sealing groove positioned around the controller interface, a sealing ring fitted within the sealing groove, and the sealing ring seals the 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 mounted in a rotor bearing chamber, the bearing bush is sleeved over the rotor bearing, and the coefficient of thermal expansion of the bearing bush is closer to the coefficient of thermal expansion of the generator's rotor bearing 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 surrounding 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 apart 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 having a first intake port and an exhaust port, the exhaust port communicating with the intake manifold, and a throttle having the throttle positioned at the first intake port.

[0013] According to some embodiments of the present disclosure, the engine further includes an engine cylinder block, the intake manifold communicating with the engine cylinder block, and a cylinder head, the cylinder head covering the top of the engine cylinder block and a mounting bracket positioned on the cylinder head. 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 and an intake cavity and an exhaust cavity, the intercooler body being positioned between the intake cavity and the exhaust cavity and communicating with the intake cavity and the exhaust cavity, respectively, with a first intake opening into the intake cavity and an exhaust opening into the exhaust cavity.

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

[0016] According to some embodiments of the present disclosure, the intake cavity is provided with a first intake area, a second intake area, and a third intake area in sequential communication, the first intake area communicating with the first intake, and the third intake area communicating with the intercooler body to uniformly guide gas into the intercooler body, the cross-sectional area of ​​the third intake area being larger than the cross-sectional area of ​​the first intake area, and the cross-sectional area of ​​the second intake area gradually increasing from the first intake area to the third intake area.

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

[0018] According to some embodiments of the present disclosure, the exhaust port cavity is provided with a first exhaust port area, a second exhaust port area, and a third exhaust port area in sequential communication, the first exhaust port area communicating with the exhaust port, and the third exhaust port area communicating with the intercooler body to uniformly guide gas into the intake manifold, the cross-sectional area of ​​the third exhaust port area being smaller than the cross-sectional area of ​​the first exhaust port area, and the cross-sectional area of ​​the second exhaust port area gradually decreasing from the end closer to the first exhaust port area towards the end closer to the third exhaust port area.

[0019] According to some embodiments of the present disclosure, the distance between the front and rear walls 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 relationship: 20° ≤ β ≤ 40°.

[0020] According to some embodiments of the present disclosure, the distance between the upper and lower walls of the second exhaust port area gradually decreases from right to left, and the angle between the upper and lower walls of the second exhaust port area is γ, where γ satisfies the relationship: 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 being positioned above the lower manifold piece, a first mounting piece being positioned on the upper manifold piece and a second mounting piece being positioned on the lower manifold piece, the first mounting piece being higher than the second mounting piece, an intercooler being positioned above the upper manifold piece and fixedly connected to the first and second mounting pieces, respectively, and an elastic support member being positioned on the upper manifold piece and elastically contacting and aligning with the intercooler.

[0022] According to some embodiments of the present disclosure, a pressure stabilization cavity and an intake port passage are provided in the 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 includes an impact separation piece located in the pressure stabilization cavity for imparting an impact to the inflowing gas to reduce the generation of condensed water, and a flow guiding piece disposed in the pressure stabilization cavity for guiding 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 impact 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 includes an air filter connected to an air inlet pipe, a mixing valve, an intake end of the mixing valve communicating with the air inlet pipe, an exhaust end of the mixing valve communicating with a throttle, and a negative pressure at the exhaust end of the mixing valve being greater than a negative pressure at the intake end of the mixing valve, and a first ventilation pipe, one end of the first ventilation pipe being connected to a crankcase of an engine and the other end of the first ventilation pipe being connected to the air inlet pipe.

[0029] According to some embodiments of the present disclosure, the drive assembly further includes a ventilation valve, one end of the first ventilation pipe being connected to the crankcase by the ventilation valve, and a second ventilation pipe, one end of the second ventilation pipe being connected to the ventilation valve and the other end of the second ventilation pipe being connected to an intercooler, and a ventilation load of the second ventilation pipe being smaller than a 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, the cylinder head cover communicating with a crankcase, and an air replenishment one-way valve, the air replenishment one-way valve being located in the cylinder head cover and communicating 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, the supercharger having a mixing valve that communicates with a throttle via the supercharger, and an exhaust circulation valve, the exhaust circulation valve having a throttle via the supercharger and the exhaust circulation valve communicating with the exhaust manifold of the engine.

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

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

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

[0037] The foregoing and / or additional aspects and advantages of this disclosure will become apparent and understandable in the description made with reference to the following accompanying drawings. [Brief explanation of the drawing]

[0038] [Figure 1] This is a schematic diagram of the engine structure of a drive assembly according to one embodiment of the present disclosure. [Figure 2]This is a schematic diagram of the intake manifold of an engine according to one embodiment of the present disclosure. [Figure 3] This is a schematic diagram of the intake cavity of an intercooler according to one embodiment of the present disclosure. [Figure 4] This is a schematic diagram of the exhaust cavity of an intercooler according to one embodiment of the present disclosure. [Figure 5] This is another schematic diagram of the intake cavity of an intercooler according to one embodiment of the present disclosure. [Figure 6] This is a schematic diagram of an intake manifold according to one embodiment of the present disclosure. [Figure 7] This is a schematic diagram of the intake manifold from a different viewing angle according to one embodiment of the present disclosure. [Figure 8] This is a cross-sectional view of an intake manifold according to one embodiment of the present disclosure. [Figure 9] This is a schematic diagram of the impact grid and flow induction baffle of an intercooler according to one embodiment of the present disclosure. [Figure 10] This is a schematic structural diagram of an intake manifold according to one embodiment of the present disclosure, from yet another viewing angle. [Figure 11] This is an exploded view of a generator according to one embodiment of the present disclosure. [Figure 12] This is a schematic diagram of a generator according to one embodiment of the present disclosure. [Figure 13] This is a schematic diagram of the second end cap according to one embodiment of the present disclosure. [Figure 14] This is a schematic diagram of the structure of a first end cap according to one embodiment of the present disclosure. [Figure 15] This is a schematic connection diagram of a drive assembly according to one embodiment of the present disclosure. [Figure 16] This is a schematic diagram of a drive assembly according to one embodiment of the present disclosure. [Figure 17] This is a schematic block diagram of a vehicle according to one embodiment of the present disclosure. [Modes for carrying out the invention]

[0039] The embodiments described with reference to the attached drawings are illustrative; the embodiments of the present disclosure are described in detail below.

[0040] In the description of this disclosure, orientations or positional relationships indicated by terms such as “center,” “longitudinal,” “lateral,” “length,” “width,” “thickness,” “top,” “bottom,” “front,” “back,” “left,” “right,” “vertical,” “horizontal,” “top,” “bottom,” “inside,” “outside,” “clockwise,” “counterclockwise,” “axial,” “radial,” and “circumferential” are orientations or positional relationships shown in the accompanying drawings and are used solely to describe and simplify the description of this disclosure, and should therefore not be construed as limitations on this disclosure.

[0041] In this disclosure, “First Feature” and “Second Feature” may include one or more such features.

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

[0043] A drive assembly 1 according to an embodiment of the present disclosure is described below with reference to the attached drawings.

[0044] As shown in Figures 1 to 16, the drive assembly 1 according to an 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 terminal 911 of the speed increaser 910 is connected to the engine 100. The generator 300 is connected to the output terminal 912 of the speed increaser 910. The integrated electric motor controller 500 is mounted on 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 a 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 increased by the speed increaser 910, and then 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, and at the same time, the output torque of the speed increaser 910 is less than the output torque of the engine 100. In other words, the speed increaser 910 has the function of increasing speed and reducing torque, and as a result, the input rotational speed of the generator 300 can be within the high-efficiency operating range of the generator 300, avoiding a mismatch between the output rotational speed of the engine 100 and the high-efficiency range of the generator 300, thereby helping to improve system efficiency and reduce fuel consumption.

[0047] For example, the input terminal 911 of the speed increaser 910 is connected to the first gear 913. The output terminal 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 controls the generator 300 and the drive electric motor 900 simultaneously. The generator 300 and the drive electric motor 900 may be two separate electric motors. One integrated electric motor controller 500 controls the generator 300 and the drive electric motor 900, and as a result, the number of parts in the drive assembly 1 can be reduced, and the weight of the drive assembly 1 can be reduced.

[0049] In addition, the integrated electric motor controller 500 is integrated into the generator 300, resulting in a more compact structure and higher reliability for both the generator 300 and the integrated electric motor controller 500, and the generator 300, drive electric motor 900, and integrated electric motor controller 500 having a smaller volume. In other words, the structure of the drive assembly 1 becomes more compact, further reducing the space occupied by the drive assembly 1 and simplifying the installation of the drive assembly 1. In addition, the integrated electric motor controller 500 is fixed via the casing of the generator 300, resulting in a more secure connection and fixation of the integrated electric motor controller 500.

[0050] In the drive assembly 1 of this disclosure, the range of the engine 100 is extended by using a speed increaser 910. When the vehicle is traveling at high speed, the generator 300 and the drive electric motor 900 may drive the vehicle in coordination, thereby avoiding a situation where the engine 100 drives the vehicle alone. In this way, the power of the engine 100 can be appropriately reduced, and 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 an 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, which may be configured to drive and move the vehicle. In addition, when the engine 100 drives and moves the vehicle, the excess power output may drive the generator 300 to generate electricity. This allows the engine 100 to be kept in a highly efficient operating range, which reduces the energy consumption of the vehicle and thereby improves the fuel efficiency of the vehicle.

[0052] Thus, the drive assembly 1 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.

[0053] In some specific embodiments of the present disclosure, as shown in Figures 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 Figure 14, the first end cap 320 is attached to one end of the housing 310, sealing and covering that end. 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, sealing and covering that end. The stator 340 and rotor 350 are mounted inside the housing 310, and the rotor 350 is rotatable relative to the stator 340. The rotor bearing 351 is located on the rotor 350 and is located inside 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 casing mounting structure 3231. The first end cap 320 is suitable for being attached to one end of the housing 310 by the generator casing mounting structure 3231 and covering one end of the housing 310.

[0056] Specifically, the second end cap 330 and the first end cap 320 cover two opposing ends of the housing 310 of the generator 300, respectively, 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, so that the rotational friction force of the rotor 350 can be reduced, and the stator 340 can be fitted into the housing 310 by interference fit.

[0057] The rotor 350 may include a rotating shaft, a rotor core, a magnetic isolation baffle, and the like. 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 splines. The speed increaser drives the rotor 350 of the generator 300 to rotate via splines, so that the stator 340 of the generator 300 cuts the magnetic field lines and generates an electric current.

[0058] In some specific embodiments of the present disclosure, as shown in Figures 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 an integrated electric motor controller 500 to a generator 300 and to connect the integrated electric motor controller 500 to a drive electric motor 900.

[0059] For example, in some specific embodiments of the present disclosure, as shown in Figures 12, 13, and 16, the second end cap 330 is configured to have a controller mounting position 331 and a controller interface 332. The first wire holder 333 and the 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 mounted at 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 routed 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 to enable them to communicate electrically. 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 to enable them to communicate electrically.

[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 of interference between the terminals of the generator control module and the terminals of the drive electric motor control module is reduced, and the connection becomes simpler.

[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] Thus, the first wire holder 333 is located in the first wiring cavity, and the second wire holder 334 is located in 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 makes its structure more compact. In addition, 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. Furthermore, the integrated electric motor controller 500 and the generator 300 do not need to be connected by a high-voltage wire harness, which can result in cost reduction.

[0064] In addition, the first end cap 320 and the second end cap 330 are provided with two mounting screw holes for securing the integrated electric motor controller 500. The two screw holes are provided at the 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 secured to the first end cap 320 and the second end cap 330 by four M12 x 35 bolts.

[0065] Therefore, the generator control module may communicate with the three-phase terminals of the generator 300. The drive electric motor control module may communicate 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 electric motors located separately. The integrated electric motor controller 500 can control the generator 300 and the drive electric motor 900, and as a result, the number of parts of the integrated electric motor controller 500 is reduced, the cost of the integrated electric motor controller 500 is reduced, and the weight is reduced.

[0066] In some specific embodiments of this disclosure, as shown in Figure 13, the second end cap 330 is configured to have a sealing groove 335 positioned around the controller interface 332. A sealing ring 3351 is fitted into 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 within the sealing groove 335 may seal the integrated electric motor controller 500 and the second end cap 330. The sealing ring is pre-positioned via the sealing groove 335, thereby simplifying installation and ensuring high sealing reliability of the sealing ring.

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

[0069] For example, the coefficient of thermal expansion of the bearing bush 322 is 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, thereby eliminating adverse effects caused by different materials for the rotor bearing chamber 321 and the rotor bearing 351.

[0070] Thus, even when the generator 300 operates at high rotational speeds for extended periods and the temperature of the rotor bearing chamber 321 is high, the dimensional expansion of the bearing bush 322 may be close to or equal to the dimensional expansion of the outer ring of the rotor bearing 351. The bearing bush 322 maintains a stable and reliable alignment with the outer ring of the rotor bearing 351, preventing the gap between the outer ring of the rotor bearing 351 and the bearing bush 322 from becoming excessively large, and preventing the outer ring of the rotor bearing 351 from excessively shifting in the axial direction. As a result, the rotor bearing 351 is less likely to be damaged, thereby ensuring the normal operation 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. Multiple 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.

[0073] Specifically, the annular generator mounting platform 323 may protrude from the side of the first end cap 320 facing the generator 300. The arrangement of the annular generator mounting platform 323 allows the assembly of the generator 300 and the first end cap 320 to be pre-positioned, thereby simplifying the assembly steps of the first end cap 320 and the generator 300, and thus making assembly easier. In addition, the annular generator mounting platform 323 may further surround the rotor bearing chamber 321 in the circumferential direction, and then cover the rotor bearing chamber 321 in the circumferential direction, thereby protecting the rotor bearing chamber 321 and helping to avoid interference between other components and the rotor bearing 351.

[0074] In addition, the arrangement of multiple reinforcing ribs 324 can improve the structural strength of the rotor bearing chamber 321 and the annular generator mounting platform 323, thereby increasing the yield strength of the rotor bearing chamber 321 and the annular generator mounting platform 323, and also improving the connection strength between the annular generator mounting platform 323 and the first end cap 320. This reduces the likelihood of deformation or damage to the rotor bearing chamber 321 and extends the service life of the first end cap 320. Furthermore, the annular generator mounting platform 323 can more securely fix the housing 310 of the generator 300, thereby helping to improve the connection strength between the housing 310 of the generator 300 and the first end cap 320.

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

[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 exhaust gas temperature from engine 100 is high, and the temperature of the incoming gas also rises due to the pressure increase in the supercharger 840, which will be described later. In addition, the density of the air increases during the compression process, and the temperature of the air discharged by the supercharger 840 also rises. As the gas pressure increases, the density of oxygen decreases, which greatly affects the combustion efficiency of engine 100. Therefore, by using the intercooler 120, the exhaust gas is cooled, and then the cooled air enters the engine cylinder block 140 via the intake manifold 110, mixes with the fuel for combustion, and releases energy. As a result, the thermal load on engine 100 can be greatly reduced, the intake port volume can be increased, thereby improving the combustion efficiency of engine 100 and improving the power performance of the vehicle. In addition, the exhaust port 122 of the intercooler 120 is in direct communication with the intake manifold 110, resulting in a higher level of integration in the structure formed by the intercooler 120 and the intake manifold 110, which further helps in positioning the intercooler 120 within the limited space of the engine 100.

[0078] In addition, the throttle 130 may be positioned at the first intake port 121 and may control the intake port volume of the first intake port 121, thereby precisely controlling the intake port volume of the intercooler 120, making the intake port volume of the intercooler 120 close to or equal to the required volume of the engine 100, ensuring that the air entering the intake manifold 110 can be completely burned, thereby ensuring the combustion efficiency of the engine 100 and significantly reducing fuel consumption.

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

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

[0081] In addition, a flange structure is formed on the edge of the first intake port 121 of the intercooler 120, and a flange structure that fits the edge of the first intake port 121 is formed on 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 this disclosure, as shown in Figure 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 the top of the engine cylinder block 140. A mounting bracket 151 is positioned 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] Therefore, 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 smaller volume intercooler 120 is positioned above the intake manifold 110, resulting in a more compact overall mounting structure, which is beneficial to the overall layout design of the engine 100 and reduces costs. Furthermore, the mounting bracket 151 may be positioned on the cylinder head and configured to fix at least one of the intercooler 120 and the throttle 130. In this way, the overall mounting style of the intercooler 120 can be effectively improved, reducing vibration of the intercooler 120 and thereby improving 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, so that the throttle 130 can be mounted well and stably to the first intake port 121 of the intercooler 120. In addition, multiple mounting brackets may be spaced apart on the intake manifold 110, so that the intake manifold 110 can be securely fixed to the engine cylinder block 140 or frame via the mounting brackets, so that the mounting style of the engine 100 can be improved, thereby improving NVH performance. Mounting holes are also 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 fasteners, so that the throttle 130 is more securely fixed.

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

[0087] The intercooler body 123 is positioned between the intake cavity 124 and the exhaust cavity 128, and communicates with both the intake cavity 124 and the exhaust cavity 128, respectively. The first intake port 121 opens into the intake cavity 124. The exhaust port 122 opens into the exhaust cavity 128.

[0088] In other words, one end of the intercooler body 123 communicates with the intake cavity 124, and the first intake port 121 opens into the intake cavity 124. After the gas enters the intake cavity 124 through the first intake port 121, it is buffered within the intake cavity 124. Therefore, when the gas enters the intercooler body 123 from the intake cavity 124, it enters the intercooler body 123 slowly and uniformly for cooling, thus avoiding stress concentration caused by uneven gas flow.

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

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

[0091] In some specific embodiments of this disclosure, as shown in Figure 3, the intake cavity 124 is provided with a first intake area 125, a second intake area 126, and a third intake area 127 in sequential communication.

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

[0093] The cross-sectional area of ​​the third intake area 127 is larger than the cross-sectional area of ​​the first intake area 125. The cross-sectional area of ​​the second intake area 126 gradually increases from the first intake area 125 toward the third intake area 127. With this arrangement, the cross-sectional area of ​​the first intake area 125 is small, and the cross-sectional area of ​​the second intake area 126 gradually increases until it gradually equals the cross-sectional area of ​​the third intake area 127. The appearance of the intake cavity 124 gradually widens toward the intake. In this way, the gas enters slowly from the first intake area 125, and the second intake area 126 gradually expands toward the third intake area 127, so that 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, where α satisfies the relationship: 50° ≤ α ≤ 70°.

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

[0096] Furthermore, as shown in Figure 4, the exhaust cavity 128 is provided with a first exhaust area 128a, a second exhaust area 128b, and a third exhaust area 128c that are connected 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, uniformly guiding the gas into the intake manifold 110. With this 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, resulting in the gas entering 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 closer to the first exhaust port area 128a towards the end closer to the third exhaust port area 128c. With this arrangement, in the direction of the exhaust port, the cross-sectional area of ​​the first exhaust port area 128a is large, and the cross-sectional area of ​​the second exhaust port area 128b gradually decreases until it becomes 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 direction of the exhaust port. In this way, after a large amount of gas enters the first exhaust port area 128a, the second exhaust port area 128b gradually decreases towards the third exhaust port area 128c, so that 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 relationship: 20° ≤ β ≤ 40°.

[0100] Thus, in the direction of the exhaust port, 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 until it becomes equal to the cross-sectional area of ​​the third exhaust port area 128c, and the angle β between the rear side wall 128b2 of the second exhaust port area 128b and the cross-section of the exhaust port cavity 128 is set to 20° to 40°. As a result, the gas can 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 at a low speed, which helps to reduce the flow rate of gas in the intake manifold 110, thereby improving the cooling efficiency of the intercooler 120 and improving the cooling performance by 2% to 3% or more.

[0101] In some specific embodiments of this disclosure, as shown in Figure 4, 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, where γ satisfies the relation: 25° ≤ γ ≤ 35°.

[0102] This arrangement sets the angle γ between the upper wall 128b3 and the lower wall 128b4 of the second exhaust port area 128b to 25° to 35°, thereby facilitating the flow of gas at a uniform speed, reducing losses in the gas flow, effectively reducing pressure loss in the intercooler 120, and thereby ensuring that the intake port volume of the intake manifold 110 is approximately equal to the volume required by the engine 100. In addition, 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 set to β in combination, resulting in a low-speed, uniform gas flow, thereby further improving the cooling efficiency of the intercooler 120.

[0103] In some specific embodiments of this disclosure, the gas storage capacity of the intercooler body 123 is V1, where V1 satisfies the relationship: 1200 ml ≤ V1 ≤ 1300 ml. Such an arrangement allows the range of intake volume required by the engine 100 to be adequately met, and the volume of the intercooler body 123 can be limited to a specific range. In addition, depending on the engine compartment of the engine 100 having limited space, the volume of the intercooler body 123 can be 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 specific arrangement space is provided for other components, thereby effectively optimizing the spatial arrangement within the engine compartment of the engine 100.

[0104] With respect to the intercooler 120, the maximum length is a, the maximum height is b, and the maximum width is c. a, b, and c satisfy the following relationships: 320 mm ≤ a ≤ 380 mm, 45 mm ≤ b ≤ 60 mm, and 100 mm ≤ c ≤ 150 mm.

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

[0106] It should be noted that the intake volume requiring cooling of the intercooler 120 of the drive assembly 1 of this disclosure is small, and the volume parameter of the intercooler 120 can be reduced to about 1 / 3 to 1 / 4 compared to the volume parameter of a conventional intercooler. Thus, once the required volume of the engine 100 is met, the overall volume of the power system can be effectively reduced, product costs can be lowered, and sufficient space can be provided for the engine in the engine compartment. In particular, the small-volume intercooler 120 is highly applicable when the space required for hybrid models is compact.

[0107] Naturally, the volumetric parameters of the intercooler 120 are not limited to the values ​​mentioned above. The volumetric parameters of the intercooler 120 may be set according to the required intake volume designed.

[0108] In some specific embodiments of this disclosure, as shown in Figures 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 positioned above the lower manifold piece 113. A first mounting piece 112 is positioned on the upper manifold piece 111. A second mounting piece 114 is positioned on the lower manifold piece 113. The first mounting piece 112 is higher than the second mounting piece 114. The intercooler 120 is positioned above the upper manifold piece 111 and is fixedly connected to the first mounting piece 112 and the second mounting piece 114, respectively. The elastic support member 600 is positioned on the upper manifold piece 111 and elastically contacts and aligns with the intercooler 120.

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

[0111] In addition, the first mounting piece 112 is positioned higher than the second mounting piece 114. When the intercooler 120 is positioned above the upper manifold piece 111, the lower manifold piece 113 can share the load from the intercooler 120, preventing the upper manifold piece 111 from receiving an excessive load from the intercooler 120, and as a result, the maximum load-bearing capacity of the intake manifold 110 can be improved.

[0112] In addition, the elastic support member 600 is positioned on the upper manifold piece 111 to elastically contact and align with the intercooler 120. When the vehicle vibrates, the elastic support member 600 can provide specific support to the intercooler 120, and 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 can be improved. In addition, friction and the resulting noise between the intercooler 120 and the intake manifold 110 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, the intake manifold 110 is provided with a pressure stabilization cavity 115 and an intake port passage 119, as shown in Figure 8.

[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 region 119a. The first wall region 119a is connected to the bottom wall of the pressure stabilization cavity 115 and is positioned diagonally downward with respect to the bottom wall of the pressure stabilization cavity 115. An angle δ is formed between the first wall region 119a and the bottom wall of the pressure stabilization cavity 115, where 2° ≤ δ ≤ 5°.

[0115] Thus, the gas entering the intake manifold 110 is first buffered in the pressure stabilizing cavity 115 and then guided into the cylinders of the engine 100 via the intake passage 119, thereby enabling the normal operation of the intake manifold 110. In addition, an angle is formed between the first wall section 119a of the intake passage 119 and the bottom wall of the pressure stabilizing cavity 115, allowing condensate to flow naturally downward along the second wall section 119b under the action of gravity. As a result, the accumulation of condensate in the pressure stabilizing cavity 115 and the intake passage 119 is further suppressed, 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-stabilizing cavity 115 is obliquely downward relative to the first wall area 119a is set to an appropriate range. Thus, in one embodiment, the angle between the bottom wall of the pressure-stabilizing 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-stabilizing cavity 115 to the bottom wall of the intake passage 119, thereby preventing the accumulation of condensed water in the pressure-stabilizing cavity 115. In another embodiment, the angle between the bottom wall of the pressure-stabilizing cavity 115 and the bottom wall of the intake passage 119 is prevented from becoming excessively large, improving the buffering effect of the pressure-stabilizing cavity 115 against gas. This allows for the optimization of the structural design of the intake manifold 110, thereby ensuring that the intake manifold 110 operates normally and preventing the accumulation of condensed water within the intake manifold 110, which in turn improves the operating performance of the engine 100.

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

[0118] The second wall section 119b is connected to the side of the first wall section 119a that is away from the pressure-stabilizing cavity 115. The second wall section 119b is positioned diagonally downward relative to the first wall section 119a. An angle ε is formed between the second wall section 119b and the first wall section 119a, where 24° ≤ ε ≤ 26°.

[0119] Therefore, the angle between the second wall section 119b and the first wall section 119a may be set within an appropriate range. In this way, the angle at which the second wall section 119b is obliquely downward relative to the first wall section 119a may be set appropriately, and as a result, when condensate flows from the first wall section 119a to the second wall section 119b, the flow rate of the condensate can be controlled within an appropriate range, making the flow of condensate in the second wall section 119b more stable and smooth.

[0120] It should be noted that the connection between the first wall region 119a and the second wall region 119b may be arcuate. Thus, the first wall region 119a and the second wall region 119b may be connected by a smooth transition portion, and as a result, the condensate flow path can be made smoother, and the stability and smoothness of the condensate flowing along the bottom wall of the intake 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 passage 119, and the angle formed between the tangent of the second wall region 119b and the first wall region 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 passage 119, and the angle formed between the tangent of the second wall region 119b and the first wall region 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] <未见对应原文,无法翻译,保留原文编号 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] Thus, 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 stable gas enters the engine 100 through the intake 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 extended 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 impact the inflowing gas and reduce the generation of condensed water. The flow guiding piece 1152 is arranged in the pressure stabilization cavity 115 to guide the condensed water in the pressure stabilization cavity 115 to the intake passage 119. Thus, 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 Figures 9 and 10, a second intake port 118 is provided in the pressure-stabilizing cavity 115. An impact grid 116 corresponds to the second intake port 118 to impact the incoming gas and reduce the formation of condensate at the second intake port 118. The impact grid 116 mainly impacts and frictions the incoming gas at the second intake port 118, which generates heat and can raise the gas temperature of the incoming gas, thereby reducing the formation of condensate.

[0129] Multiple intake passages 119 are provided. Each flow guide baffle 117 is positioned to extend toward the intake passage 119. The multiple flow guide baffles 117 guide the condensed water in the pressure stabilization cavity 115 toward the multiple intake passages 119.

[0130] Specifically, the multiple intake passages 119 correspond to and communicate with the cylinders of the engine 100. When the gas in the intercooler 120 enters the pressure stabilization cavity 115 through the second intake port 118, the separation of condensate at the second intake port 118 can be promoted. The transition between the second intake port 118 and the intercooler 120 may be U-shaped to promote the formation of condensate. The condensate may pass sequentially through the pressure stabilization cavity 115 and the multiple intake passages 119 and, accordingly, flow into the combustion chamber of the cylinder. An impact grid 116 is located within the pressure stabilization cavity 115, and the impact grid 116 corresponds to the second intake port 118. As a result, the condensate entering the pressure stabilization cavity 115 can impact the impact grid 116, allowing the rapidly flowing condensate to diffuse to different locations within the pressure stabilization cavity 115, thereby reducing the flow rate of condensate.

[0131] Multiple flow-guiding baffles 117 are arranged, and the flow-guiding baffles 117 are positioned to extend toward the intake passage 119. As a result, when condensed water in the pressure-stabilizing cavity 115 flows into the intake passage 119, the flow-guiding baffles 117 can guide the condensed water into the intake passage 119. This allows the flow of the condensed water to be more stable, the flow of the condensed water entering the intake passage 119 to be more uniform, and as a result, the flow of condensed water flowing into the cylinder through the intake passage 119 to be more uniform, which can improve the operating performance of the engine 100.

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

[0133] In some specific embodiments of this disclosure, as shown in Figures 1, 2, and 15, the drive assembly 1 further includes an air filter 610, a mixing valve 700, and a first vent 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 vent pipe 800 is connected to the crankcase 180 of the engine 100, and the other end of the first vent pipe 800 is connected to the intake pipe 611.

[0135] In other words, the mixing valve 700 is located between the throttle 130 and the intake pipe 611. Fresh air filtered by the air filter 610 is first introduced to the mixing valve 700 via the intake pipe 611. In addition, blow-by transport oil gas from the crankcase 180 is also introduced to the intake pipe 611. The fresh air and blow-by transport oil gas are mixed in the intake pipe 611 to form a mixed gas, which is introduced to the intercooler 120 via the mixing valve 700 and finally to 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 from which the mixed gas enters the mixing valve 700, i.e., the connection 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 as high as 15 kPa. The negative pressure at the intake port end 720 of the mixing valve 700, i.e., the intake pipe 611, is small, less than approximately 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 via the first vent pipe 800, where it is mixed with fresh air to form a mixed gas, which then passes through the mixing valve 700 and the intercooler 120 into the engine cylinder block 140, where it can be removed by combustion. In addition, the other end of the first vent 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. In this way, the large negative pressure at the other end of the first vent pipe 800 prevents oil in the crankcase 180 from entering the intake pipe 611, and as a result, oil loss in the crankcase 180 can be reduced.

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

[0138] One end of the first vent pipe 800 is connected to the crankcase 180 by a vent valve 810. One end of the second vent pipe 820 is connected to the vent valve 810. The other end of the second vent pipe 820 is connected to the intercooler 120. The ventilation load of the second vent pipe 820 is smaller than the ventilation load of the first vent pipe 800.

[0139] The vent valve 810 may control the ventilation of the crankcase 180. The vent valve 810 communicates with the crankcase 180. For example, if the pressure in the intake pipe 611 is higher than the pressure in the crankcase 180, the vent valve 810 chooses to connect the crankcase 180 to the first vent pipe 800, and the blow-by transport oil and gas in the crankcase 180 is introduced into the intake pipe 611 via the first vent pipe 800 and mixed with fresh air. If the pressure in the intake pipe 611 is not higher than the pressure in the crankcase 180, the vent valve 810 chooses not to connect the crankcase 180 to the first vent pipe 800.

[0140] In addition, one end of the second vent pipe 820 is connected to the vent valve 810, and the other end of the second vent 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, the vent load of the second vent pipe 820 is less than the vent load of the first vent pipe 800. In this case, the vent valve 810 chooses to connect the crankcase 180 to the second vent pipe 820, and the blow-by transport oil and gas in the crankcase 180 is introduced to the intercooler 120 via the second vent pipe 820 and further introduced to the engine cylinder block 140 for combustion. In addition, the vent valve 810 can prevent the gas in the intake pipe 611 from entering the crankcase 180 under positive pressure via the second vent pipe 820 and the vent valve 810. In this way, blow-by gases in the crankcase 180 can be discharged more effectively, and the ventilation system of the crankcase 180 can operate properly.

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

[0142] Specifically, one end of the first vent pipe 800 is connected to the vent valve 810, and the other end of the first vent pipe 800 is connected to the intake pipe 611. In the direction from one end of the first vent pipe 800 to the other end, the height of the first vent pipe 800 gradually decreases. In this way, the connection between the first vent pipe 800 and the vent valve 810 is at the highest position, and as a result, the situation in which the oil and gas inside the first vent pipe 800 are cooled in a low-temperature environment and form a liquid, and then flow back into the connection between the first vent pipe 800 and the vent valve 810 and freeze can be avoided, thereby avoiding excessive high pressure inside the crankcase 180 caused by blockage in the vent valve 810.

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

[0144] Specifically, one end of the second vent pipe 820 is connected to the vent valve 810, and the other end of the second vent pipe 820 is connected to the intercooler 120. The height of the second vent pipe 820 gradually decreases from one end to the other. In this way, the connection between the second vent pipe 820 and the vent valve 810 is at the highest point, and as a result, the situation in which the oil and gas inside the second vent pipe 820 are cooled in a low-temperature environment and form a liquid, and then flow back into the connection between the second vent pipe 820 and the vent valve 810 and freeze can be avoided, thereby preventing excessive pressure inside the crankcase 180 caused by blockage in the vent valve 810.

[0145] In some specific embodiments of this disclosure, as shown in Figure 1, the drive assembly 1 further includes an insulating jacket 830. The insulating jacket 830 is sleeved over the first vent pipe 800. The insulating jacket 830 can provide insulation. In this way, the situation in which oil and gas in the first vent pipe 800 are cooled in a low-temperature environment and form a liquid can be avoided, and blockage caused by freezing at the connection between the first vent pipe 800 and the vent valve 810 can be avoided.

[0146] Naturally, the insulation jacket 830 may also be sleeved over the second vent pipe 820, thereby preventing the oil and gas inside the second vent pipe 820 from being cooled in a low-temperature environment and forming a liquid, and preventing blockage caused by freezing at the connection between the second vent pipe 820 and the vent valve 810.

[0147] In addition, the wall thickness of the insulation jacket 830 is in the range of 3 mm to 5 mm. In this way, the wall thickness of the insulation jacket 830 can be prevented from being excessively small, and as a result, insulation can be effectively achieved for the first vent pipe 800, and the gas temperature inside the first vent pipe 800 can be prevented from becoming excessively low. In another embodiment, the wall thickness of the insulation jacket 830 can be prevented from being excessively large, and as a result, the diameter after the insulation jacket 830 is sleeved over the first vent pipe 800 does not become excessively large, thereby facilitating placement.

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

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

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

[0151] In some specific embodiments of this disclosure, as shown in Figures 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 gas, which generally contains oil gas. After the mixed gas has passed through the mixing valve 700, the exhaust gas may be mixed with the mixed gas again through the exhaust circulation valve 850. In this way, the proportion of oil gas in the mixed gas can be increased, resulting in an improved mixture of oil gas and fresh air, allowing the mixed gas to burn completely.

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

[0155] A vehicle 1000 according to one embodiment of the present disclosure is described below with reference to Figure 17. The vehicle 1000 includes a drive assembly 1 according to the aforementioned embodiment of the present disclosure.

[0156] By using the drive assembly 1 according to the aforementioned 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 embodiments of this disclosure and other components of the vehicle including the drive assembly, as well as their operation, are known to those skilled in the art and will not be described in further detail herein.

[0158] In this specification, any reference terms such as “one embodiment,” “several embodiments,” “exemplary embodiment,” “example,” “specific example,” or “several examples” mean that a particular feature, structure, material, or property described by reference to that embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, a general description of the foregoing terms does not necessarily apply to the same embodiment or example.

[0159] While embodiments of this disclosure are shown and described, those skilled in the art will understand that various modifications, alterations, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of this disclosure, and the scope of this disclosure is defined by the appended claims and their equivalents. [Explanation of symbols]

[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-stabilized cavity 116 Impact Grid 117 Flow induction baffle 118 Second air intake 119 Intake passage 119a First Wall Area 119b Second Wall Area 120 Intercooler 121 First air intake 122 Exhaust port 123 Intercooler body 124 Intake Cavity 125 First intake area 126 Second intake area 1261 Front wall 1262 Rear side wall 127 Third intake area 128 Exhaust Cavity 128a First exhaust port area 128b Second exhaust vent area 128b1 Front wall 128b2 Rear wall 128b3 Upper wall 128b4 Lower wall 128c Third exhaust vent 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 Generators 310 Housing 320 First end cap 321 Rotor bearing chamber 322 Bearing Bushing 323 Annular Generator Mounting Platform 324 Reinforcement Ribs 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 vent pipe 810 Vent valve 820 Second vent pipe 830 Insulated Jacket 840 Supercharger 850 Exhaust circulation valve 900 Drive electric motor 910 Speed ​​increaser 911 input terminal 912 Output terminal 913 First Gear 914 Second gear 920 Energy Storage Devices 3231 Generator casing mounting structure 351 Rotor bearing 1000 vehicles

Claims

1. Engine (100) and A speed increaser (910), wherein the input terminal (911) of the speed increaser (910) is connected to the engine (100), Energy storage device (920), A generator (300), wherein the generator (300) is connected to the output terminal (912) of the speed increaser (910), Drive electric motor (900), An integrated electric motor controller (500) is attached to the generator (300) and connected to the generator (300), the drive electric motor (900), and the energy storage device (920), respectively. A drive assembly (1) comprising:

2. The generator (300) Housing (310) and A first end cap (320) is 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), wherein 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), A stator (340), wherein the stator (340) is mounted inside the housing (310), A rotor (350) wherein the rotor (350) is mounted within the housing (310) and the rotor (350) is rotatable relative to the stator (340), A rotor bearing (351), wherein the rotor bearing (351) is positioned on the rotor (350) and positioned within the rotor bearing chamber (321), and Equipped with, 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) is configured to connect the integrated electric motor controller (500) to the generator (300) and the integrated electric motor controller (500) to 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) positioned around the controller interface (332), and a sealing ring (3351) is fitted in the sealing groove (335), and the sealing ring (3351) seals the gap between the integrated electric motor controller (500) and the second end cap (330).

5. A drive assembly (1) according to any one of claims 2 to 4, wherein a bearing bush (322) is installed in the rotor bearing chamber (321), the bearing bush (322) is sleeved over 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 4, 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) Intake manifold (110) and, An intermediate cooler (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 positioned at the first intake port (121) and A drive assembly (1) according to any one of claims 1 to 4, comprising:

8. The engine (100) An engine cylinder block (140), wherein the intake manifold (110) communicates with 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 positioned on the cylinder head (150), and Furthermore, The drive assembly (1) according to claim 7, wherein 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).

9. The aforementioned intercooler (120) Intercooler body (123) and An intake cavity (124) wherein the first intake port (121) opens into the intake cavity (124), An exhaust port cavity (128) wherein the intercooler body (123) is positioned between the intake port cavity (124) and the exhaust port cavity (128), and communicates with 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 drive assembly (1) according to claim 7, comprising:

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

11. The drive assembly (1) according to claim 9, wherein a first intake area (125), a second intake area (126), and a third intake area (127) are provided in the intake cavity (124) in sequential communication, the first intake area (125) is in communication with the first intake (121), the third intake area (127) is in communication with the intercooler body (123) and configured to uniformly guide gas into the intercooler body (123), the cross-sectional area of ​​the third intake area (127) is larger than the cross-sectional area of ​​the first intake area (125), and the cross-sectional area of ​​the second intake area (126) gradually increases from the first intake area (125) to the third intake area (127).

12. The drive assembly (1) according to claim 11, wherein 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, and the angle between the front wall (1261) and the rear wall (1262) of the second intake port area (126) is α, where α satisfies the relation: 50° ≤ α ≤ 70°.

13. The drive assembly (1) according to claim 9, wherein 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 sequential communication, the first exhaust port area (128a) is in communication with the exhaust port (122), and the third exhaust port area (128c) is in communication with the intercooler body (123) 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 closer to the first exhaust port area (128a) to the end closer to the third exhaust port area (128c).

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

15. The drive assembly (1) according to claim 13, wherein 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, and the angle between the upper wall (128b3) and the lower wall (128b4) of the second exhaust port area (128b) is γ, where γ satisfies the relation: 25° ≤ γ ≤ 35°.

16. The intake manifold (110) further comprises an elastic support member (600), an upper manifold piece (111) and a lower manifold piece (113), the upper manifold piece (111) is positioned above the lower manifold piece (113), a first mounting piece (112) is positioned on the upper manifold piece (111), a second mounting piece (114) is positioned on the lower manifold piece (113), and the first mounting piece (112) is positioned in front The drive assembly (1) according to claim 7, wherein the intercooler (120) is positioned above the upper manifold piece (111) and higher than the second mounting piece (114), and is fixedly connected to the first mounting piece (112) and the second mounting piece (114), and the elastic support member (600) is positioned on the upper manifold piece (111), elastically contacts the intercooler (120), and aligns with the intercooler (120).

17. The drive assembly (1) according to claim 7, wherein the intake manifold (110) is provided with a pressure stabilizing cavity (115) and an intake port passage (119), one end of the intake port passage (119) is in communication with the pressure stabilizing cavity (115), the other end of the intake port passage (119) is in communication with the engine (100), the bottom wall of the intake port passage (119) comprises a first wall area (119a), the first wall area (119a) is connected to the bottom wall of the pressure stabilizing cavity (115), is positioned diagonally downward with respect to the bottom wall of the pressure stabilizing cavity (115), and an angle δ is formed between the first wall area (119a) and the bottom wall of the pressure stabilizing cavity (115), such that 2° ≤ δ ≤ 5°.

18. The bottom wall of the intake passage (119) The drive assembly (1) according to claim 17, further comprising a second wall area (119b), the second wall area (119b) being connected to the side of the first wall area (119a) away from the pressure stabilizing cavity (115), the second wall area (119b) being positioned diagonally downward with respect to the first wall area (119a), and an angle ε being formed between the second wall area (119b) and the first wall area (119a) such that 24° ≤ ε ≤ 26.

19. The drive assembly (1) according to claim 17, wherein the volume of the pressure stabilizing cavity (115) is V2, and V2 satisfies the relationship: 1L < V2 < 1.2L.

20. The drive assembly (1) according to claim 17, wherein the length of the intake passage (119) is L, and L satisfies the relationship: 70 mm < L < 80 mm.

21. In the pressure stabilization cavity (115), An impact separation piece (1151) is located within the pressure stabilizing cavity (115) to impact the incoming gas and reduce the formation of condensed water, A flow guide piece (1152) is positioned within the pressure stabilizing cavity (115) to guide condensed water in the pressure stabilizing cavity (115) to the air intake passage (119), and The drive assembly (1) according to claim 17, which is provided with

22. The impact separation piece (1151) is an impact grid (116), a second intake port (118) is provided in the pressure stabilizing cavity (115), and the impact grid (116) corresponds to the second intake port (118) in order to impact the incoming gas and reduce the formation of condensate. The drive assembly (1) according to claim 21, wherein the flow guide piece (1152) comprises a plurality of flow guide baffles (117), a plurality of intake passages (119), each flow guide baffle (117) is arranged to extend toward the intake passages (119), and the plurality of flow guide baffles (117) guide condensed water in the pressure stabilizing cavity (115) toward the plurality of intake passages (119).

23. An air filter (610), wherein the air filter (610) is connected to an air intake pipe (611), A mixing valve (700) wherein the intake port end (720) of the mixing valve (700) communicates with the intake port pipe (611), the exhaust port end (710) of the mixing valve (700) communicates with the throttle (130), and 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), A first vent pipe (800), one end of which is connected to the crankcase (180) of the engine (100), and the other end of which is connected to the intake pipe (611), and The drive assembly (1) according to claim 7, further comprising:

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

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

26. The drive assembly (1) according to claim 23, further comprising an insulating jacket (830) wherein the insulating jacket (830) is sleeved over the first vent pipe (800), and the wall thickness of the insulating jacket (830) is in the range of 3 mm to 5 mm.

27. The engine (100) A cylinder head cover (160) wherein the cylinder head cover (160) communicates with the crankcase (180), An air replenishment one-way valve (170) is positioned on the cylinder head cover (160) and communicates with the air filter (610) and the cylinder head cover (160), respectively. The drive assembly (1) according to claim 23, comprising:

28. A supercharger (840), wherein the mixing valve (700) communicates with the throttle (130) via the supercharger (840), An exhaust circulation valve (850) is provided, 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). The drive assembly (1) according to claim 23, further comprising:

29. A vehicle (1000) comprising the drive assembly (1) according to any one of claims 1 to 4.

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