Driving system and vehicle

Abstract

The utility model relates to a driving system and a vehicle. The driving system comprises an output part, two transmission shafts, a first transmission assembly and a second transmission assembly. In the embodiment of the invention, the output part is connected with the two transmission shafts, so that the two transmission shafts can rotate at the same speed; when the rotating speeds of the two transmission shafts need to be controlled respectively, the output part is connected with the first transmission assembly or the second transmission assembly so as to reduce the rotating speed of one of the two transmission shafts or increase the rotating speed of one of the two transmission shafts; according to the driving system, transmission devices do not need to be arranged between the output part and the two transmission shafts, differential control over the rotating speed of the two transmission shafts can be achieved only by controlling the rotating speed of one transmission shaft, and therefore the internal structure of the driving system is simplified, and the cost is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a drive system and a vehicle. Background Technology

[0002] In related technologies, the motors in the drive system are connected to different axles through different transmission devices, thereby enabling independent control of the wheels on both sides of the vehicle. However, this control method makes the internal structure of the drive system complex and the cost high. Utility Model Content

[0003] This application provides a drive system and vehicle that can achieve independent control of the wheels on both sides of the vehicle while simplifying the internal structure of the drive system to reduce costs, thereby at least partially solving the above-mentioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a driving system is provided, the driving system comprising:

[0005] Output section;

[0006] Two drive shafts are connected to the output unit and are each configured to transmit kinetic energy to the two wheels respectively.

[0007] The first transmission assembly and the second transmission assembly are respectively connected to the same transmission shaft;

[0008] The output unit can drive a first transmission component or a second transmission component. The first transmission component is configured to reduce the rotational speed of the transmission shaft connected thereto, and the second transmission component is configured to increase the rotational speed of the transmission shaft connected thereto.

[0009] In some embodiments, the transmission ratio between the output section and the two transmission shafts is i0;

[0010] The transmission ratio of the output unit to the transmission shaft via the first transmission assembly is i1;

[0011] The transmission ratio of the output unit to the transmission shaft via the second transmission assembly is i2;

[0012] Among them, one of i1 and i2 is greater than i0, and the other is less than i0.

[0013] In some embodiments, the input ends of the first transmission component and the second transmission component are located on the same shaft.

[0014] In some embodiments, the first transmission component includes:

[0015] The first clutch element is connected to the output section and the drive shaft respectively;

[0016] The first clutch component has a first state and a second state;

[0017] When the first clutch is in the first state, kinetic energy is transmitted between the output section and the drive shaft.

[0018] When the first clutch is in the second state, the kinetic energy transmission between the output section and the drive shaft is disconnected.

[0019] In some embodiments, when the first clutch is in the first state, m1≤i1≤n1, and both m1 and n1 are greater than 0.

[0020] In some embodiments, the first transmission component further includes:

[0021] A first transmission unit is connected to a first clutch and a drive shaft, and the first transmission unit is configured to transmit kinetic energy between the first clutch and the drive shaft.

[0022] In some embodiments, the first transmission unit includes:

[0023] The first gear is connected to the drive shaft; and

[0024] The second gear is connected to the first clutch component;

[0025] The first gear and the second gear mesh with each other.

[0026] In some embodiments, the second transmission component includes:

[0027] The second clutch is connected to the output section and the drive shaft respectively;

[0028] The second clutch has a third state and a fourth state;

[0029] When the second clutch is in the third state, kinetic energy is transferred between the output section and the drive shaft.

[0030] When the second clutch is in the fourth state, the kinetic energy transmission between the output section and the drive shaft is disconnected.

[0031] In some embodiments, when the second clutch is in the third state, m2≤i2≤n2, and both m2 and n2 are greater than 0.

[0032] In some embodiments, the second transmission component further includes:

[0033] The second transmission unit is connected to the second clutch and the drive shaft, and is configured to transmit kinetic energy between the second clutch and the drive shaft.

[0034] In some embodiments, the second transmission unit includes:

[0035] The third gear is connected to the drive shaft; and

[0036] The fourth gear is connected to the second clutch.

[0037] In some embodiments, it also includes:

[0038] The third transmission component is configured to transmit kinetic energy between the output section and the two transmission shafts.

[0039] In some embodiments, the third transmission component includes:

[0040] The connecting shaft is configured to transfer the kinetic energy of the output unit to the two output shafts;

[0041] The connecting shaft is the input shaft of the first transmission component and the second transmission component.

[0042] In some embodiments, the third transmission component further includes:

[0043] Differential, connected to two drive shafts; and

[0044] The fifth gear is connected to the connecting shaft and meshes with the differential.

[0045] In some embodiments, the third transmission component further includes:

[0046] The sixth gear is connected to the output shaft of the output section; and

[0047] The seventh gear is connected to the connecting shaft and meshes with the sixth gear.

[0048] According to a second aspect of this application, a vehicle is provided, the vehicle including a drive system.

[0049] The drive system of this embodiment includes an output unit, two drive shafts, a first transmission assembly, and a second transmission assembly. The two drive shafts are respectively connected to the output unit and are configured to transmit kinetic energy to two wheels. The first and second transmission assemblies are respectively connected to the same drive shaft. The output unit can drive either the first or second transmission assembly. The first transmission assembly is configured to reduce the rotational speed of the drive shaft connected to it, and the second transmission assembly is configured to increase the rotational speed of the drive shaft connected to it. In this embodiment, by providing an output unit connected to the two drive shafts, the two drive shafts can rotate at the same speed. When it is necessary to control the rotational speed of the two drive shafts separately, the output unit is connected to either the first or second transmission assembly to reduce or increase the rotational speed of one of the drive shafts. That is, the drive system of this embodiment does not require transmission devices between the output unit and both drive shafts; it only needs to control the rotational speed of one drive shaft to achieve differentiated control of the rotational speeds of the two drive shafts, thereby simplifying the internal structure of the drive system and reducing costs.

[0050] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0051] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0052] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0053] Figure 1 This is a schematic diagram of the structure of the drive system provided in an exemplary embodiment of this application;

[0054] Figure 2 This is a schematic diagram of the kinetic energy transfer structure of the drive system provided in an exemplary embodiment of this application;

[0055] Figure 3 This is a schematic diagram of the kinetic energy transfer structure of the drive system provided in an exemplary embodiment of this application;

[0056] Figure 4 This is a schematic diagram of the kinetic energy transmission structure of the drive system provided in an exemplary embodiment of this application.

[0057] Explanation of reference numerals in the attached figures:

[0058] 1. Output section; 2. Drive shaft; 3. First transmission assembly; 31. First clutch; 311. First sub-section; 312. Second sub-section; 32. First transmission section; 321. First gear; 322. Second gear; 4. Second transmission assembly; 41. Second clutch; 411. Third sub-section; 412. Fourth sub-section; 42. Second transmission section; 421. Third gear; 422. Fourth gear; 5. Third transmission assembly; 51. Connecting shaft; 52. Differential; 53. Fifth gear; 54. Sixth gear; 55. Seventh gear; 6. Wheel. Detailed Implementation

[0059] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0060] This application proposes a driving system. Figures 1 to 4 These are some embodiments of this application.

[0061] Please see Figure 1 In some embodiments of this application, the drive system includes an output unit 1 and two drive shafts 2, which are respectively connected to the output unit 1 and are configured to transmit kinetic energy to two wheels 6 respectively; in this embodiment, the drive shafts 2 are the axles of a vehicle in the related art, and the output unit 1 can transmit kinetic energy to the wheels 6 through the drive shafts 2.

[0062] It should be noted that the type of output unit 1 is not limited; it can be a motor, an engine, or a combination of a motor and an engine.

[0063] In some embodiments of this application, the drive system includes a first transmission component 3 and a second transmission component 4, which are respectively connected to the same drive shaft 2; wherein, the output unit 1 is capable of driving the first transmission component 3 or the second transmission component 4, the first transmission component 3 is configured to reduce the rotational speed of the drive shaft 2 connected thereto, and the second transmission component 4 is configured to increase the rotational speed of the drive shaft 2 connected thereto.

[0064] In the technical solution of this application, an output unit 1 is provided to connect with two transmission shafts 2 so that the two transmission shafts 2 can rotate at the same speed. When it is necessary to control the speed of the two transmission shafts 2 separately, the output unit 1 is connected to the first transmission component 3 or the second transmission component 4 to reduce or increase the speed of one of the two transmission shafts 2. That is, the drive system in this embodiment does not need to provide a transmission device between the output unit 1 and the two transmission shafts 2. It only needs to control the speed of one transmission shaft 2 to achieve differentiated control of the speed of the two transmission shafts 2, thereby simplifying the internal structure of the drive system and reducing costs.

[0065] In some embodiments of this application, the transmission ratio between the output unit 1 and the two transmission shafts 2 is i0; the transmission ratio of the output unit 1 to the transmission shaft 2 via the first transmission component 3 is i1; the transmission ratio of the output unit 1 to the transmission shaft 2 via the second transmission component 4 is i2; wherein, one of i1 and i2 is greater than i0, and the other is less than i0.

[0066] In the following examples, i1 < i0 < i2 is used for illustration.

[0067] Please see Figure 2 When the output unit 1 is separated from both the first transmission assembly 3 and the second transmission assembly 4, the kinetic energy of the output unit 1 is transferred to the two transmission shafts 2, so that the two transmission shafts 2 rotate at the same speed.

[0068] Please see Figure 3 When the output unit 1 is connected to the first transmission component 3, a portion of the power from the output unit 1 is still directly transmitted to the transmission shaft 2, while the other portion of the power from the output unit 1 is transmitted to the transmission shaft 2 through the first transmission component 3. Since i1 < i0, the speed of the active end of the first transmission component 3 is greater than the speed of the driven end. Therefore, the first transmission component 3 is in a driving state. At this time, the torque and power transmitted to the transmission shaft 2 connected to the first transmission component 3 are combined from two parts. One part is transmitted from the output unit 1, and the other part is driven by the first transmission component 3. This results in an increase in the torque and power output to the transmission shaft 2 connected to the first transmission component 3, and further results in the speed of the transmission shaft 2 connected to the first transmission component 3 being greater than the speed of the other transmission shaft 2. This achieves active differential control of the torque, power, and speed of the two transmission shafts 2, thereby realizing the function of independent driving.

[0069] Please see Figure 4 When the output unit 1 is connected to the second transmission assembly 4, a portion of the power from the output unit 1 is still directly transmitted to the output shaft. Since i0 < i2, the speed of the active end of the second transmission assembly 4 is less than the speed of the driven end. Therefore, the second transmission assembly 4 is in a braking state. At this time, the torque and power transmitted from the output unit 1 to the transmission shaft 2 connected to the second transmission assembly 4 are absorbed by the second transmission assembly 4, resulting in a reduction in the torque and power output to the transmission shaft 2 connected to the second transmission assembly 4. This further leads to the speed of the transmission shaft 2 connected to the first transmission assembly 3 being less than the speed of the other transmission shaft 2, thereby realizing the active differential control of the torque, power, and speed of the two transmission shafts 2, and thus realizing the function of independent drive.

[0070] It can be understood that the transmission ratio i1 of the first transmission component 3 and the transmission ratio i2 of the second transmission component 4 can be a fixed value or an adjustable range value, without any restrictions here.

[0071] In some embodiments of this application, the transmission ratio i1 of the first transmission component 3 and the transmission ratio i2 of the second transmission component 4 are both range values, so that the speed ratio of the two output shafts is also a range value, thereby making the drive system suitable for vehicle adjustment under different operating conditions.

[0072] It should be further explained that the transmission path in which the output unit 1 transmits power to the drive shaft 2 without passing through the first transmission assembly 3 or the second transmission assembly 4 is the first transmission path, the transmission path in which the output unit 1 transmits power to the drive shaft 2 through the first transmission assembly 3 is the second transmission path, and the transmission path in which the output unit 1 transmits power to the drive shaft 2 through the second transmission assembly 4 is the third transmission path.

[0073] The first, second, and third transmission paths may partially overlap or be independent of each other; no restrictions are imposed here.

[0074] In some embodiments of this application, the input ends of the first transmission component 3 and the second transmission component 4 are located on the same shaft. This arrangement simplifies the structural layout of the drive system, thereby reducing costs. That is, in this embodiment, the second transmission path and the third transmission path partially overlap. Based on this embodiment, the first transmission path can partially overlap with the second and third transmission paths, or the first transmission path can be completely independent of the first and second transmission paths.

[0075] In some embodiments of this application, the first transmission assembly 3 includes a first clutch 31, which is connected to the output unit 1 and the transmission shaft 2 respectively. The first clutch 31 has a first state and a second state. When the first clutch 31 is in the first state, kinetic energy is transmitted between the output unit 1 and the transmission shaft 2. When the first clutch 31 is in the second state, the kinetic energy transmission between the output unit 1 and the transmission shaft 2 is disconnected. That is, in this embodiment, by switching between the first state and the second state of the first clutch 31 in the first transmission assembly 3, the output unit 1 can be connected to or disconnected from the first transmission assembly 3.

[0076] In some embodiments of this application, the first clutch 31 includes a first sub-part 311 and a second sub-part 312. The first sub-part 311 is connected to the output part 1, and the second sub-part 312 is connected to the drive shaft 2. The first clutch 31 can switch between a first state and a second state by connecting or separating the first sub-part 311 and the second sub-part 312.

[0077] In some embodiments of this application, the first clutch 31 is a first clutch. In this embodiment, when the first clutch is in the working state, a part of the power of the output part 1 is still directly transmitted to the drive shaft 2, while another part of the power of the output part 1 is transmitted to the drive shaft 2 through the first clutch. Since i1 < i0, the speed of the driving end of the first clutch is greater than the speed of the driven end. Therefore, the first clutch is in the driving state. At this time, the torque and power transmitted to the drive shaft 2 connected to the first clutch are combined by two parts. One part is transmitted through the output part 1, and the other part is driven by the first clutch. This results in an increase in the torque and power output to the drive shaft 2 connected to the first clutch, and further results in the speed of the drive shaft 2 connected to the first clutch being greater than the speed of the other drive shaft 2. This achieves active differential control of the torque, power, and speed of the two drive shafts 2, thereby realizing the function of independent driving.

[0078] In some embodiments of this application, when the first clutch is in the working state, the first clutch is in a semi-clutch slipping working state; at this time, the first clutch semi-clutch slipping method can realize vector control of the output torque, and the magnitude of the output torque can be obtained by monitoring the clamping force of the first clutch; the control of the semi-clutch slipping working state is to control the output torque of the first clutch, thereby indirectly controlling the speed ratio of the input side and the output side of the first clutch, that is, controlling the value of i1.

[0079] In some embodiments of this application, when the first clutch 31 is in the first state, m1≤i1≤n1, and both m1 and n1 are greater than 0; in this embodiment, by setting the value of i1 to be within the range, the value of i1 can be adjusted, thereby enabling the first clutch 31 to achieve torque vector control.

[0080] In some embodiments of this application, the first transmission assembly 3 further includes a first transmission section 32, which is connected to the first clutch 31 and the transmission shaft 2. The first transmission section 32 is configured to transmit kinetic energy between the first clutch 31 and the transmission shaft 2; that is, the drive system realizes the connection between the first clutch 31 and the transmission shaft 2 through the first transmission section 32.

[0081] In some embodiments of this application, the first transmission unit 32 includes a first gear 321 and a second gear 322. The first gear 321 is connected to the transmission shaft 2, and the second gear 322 is connected to the first clutch 31. The first gear 321 and the second gear 322 mesh with each other. That is, in this embodiment, the drive system realizes the connection between the first clutch 31 and the transmission shaft 2 through the meshing of the first gear 321 and the second gear 322.

[0082] In some embodiments of this application, the second transmission assembly 4 includes a second clutch 41, which is connected to the output unit 1 and the transmission shaft 2 respectively. The second clutch 41 has a third state and a fourth state. When the second clutch 41 is in the third state, kinetic energy is transmitted between the output unit 1 and the transmission shaft 2. When the second clutch 41 is in the fourth state, the kinetic energy transmission between the output unit 1 and the transmission shaft 2 is disconnected. That is, in this embodiment, by switching the state of the second clutch 41 in the second transmission assembly 4 between the third state and the fourth state, the output unit 1 can be connected to or disconnected from the second transmission assembly 4.

[0083] In some embodiments of this application, the second clutch 41 includes a third sub-part 411 and a fourth sub-part 412. The third sub-part 411 is connected to the output part 1, and the fourth sub-part 412 is connected to the drive shaft 2. The second clutch 41 can switch between a third state and a fourth state by connecting or separating the third sub-part 411 and the fourth sub-part 412.

[0084] In some embodiments of this application, the second clutch 41 is a second clutch. In this embodiment, when the second clutch is in the working state, a portion of the power of the output unit 1 is still directly transmitted to the output shaft. Since i0 < i2, the speed of the driving end of the second clutch is less than the speed of the driven end. Therefore, the second clutch is in a braking state. At this time, the torque and power transmitted by the output unit 1 to the transmission shaft 2 connected to the second clutch will be absorbed by the second clutch, resulting in a reduction in the torque and power output to the transmission shaft 2 connected to the second clutch. This further results in the speed of the transmission shaft 2 connected to the second clutch being less than the speed of the other transmission shaft 2, thereby realizing active differential control of the torque, power, and speed of the two transmission shafts 2, and thus realizing the function of independent drive.

[0085] In some embodiments of this application, when the second clutch is in the working state, the second clutch is in a semi-clutch slipping working state; at this time, the semi-clutch slipping method of the second clutch can realize vector control of the output torque, and the magnitude of the output torque can be obtained by monitoring the clamping force of the second clutch; the control of the semi-clutch slipping working state is to control the output torque of the second clutch, thereby indirectly controlling the speed ratio of the input side and the output side of the second clutch, that is, controlling the value of i2.

[0086] In some embodiments of this application, when the second clutch 41 is in the third state, m2≤i2≤n2, and both m2 and n2 are greater than 0; in this embodiment, by setting the value of i2 to be within the range, the value of i2 can be adjusted, thereby enabling the second clutch 41 to achieve torque vector control.

[0087] In some embodiments of this application, the second transmission assembly 4 further includes a second transmission section 42, which is connected to the second clutch 41 and the transmission shaft 2. The second transmission section 42 is configured to transmit kinetic energy between the second clutch 41 and the transmission shaft 2; that is, the drive system realizes the connection between the second clutch 41 and the transmission shaft 2 through the second transmission section 42.

[0088] In some embodiments of this application, the second transmission unit 42 includes a third gear 421 and a fourth gear 422. The third gear 421 is connected to the transmission shaft 2, and the fourth gear 422 is connected to the second clutch 41. The third gear 421 and the fourth gear 422 mesh with each other. That is, in this embodiment, the drive system realizes the connection between the second clutch 41 and the transmission shaft 2 through the meshing of the third gear 421 and the fourth gear 422.

[0089] In some embodiments of this application, the drive system further includes a third transmission component 5, which is configured to transmit kinetic energy between the output unit 1 and the two transmission shafts 2; that is, in this embodiment, the drive system realizes the transmission of kinetic energy between the output unit 1 and the two transmission shafts 2 through the third transmission component 5.

[0090] In some embodiments of this application, the third transmission component 5 includes a connecting shaft 51, which is configured to transmit the kinetic energy of the output unit 1 to two output shafts; wherein, the connecting shaft 51 is the input shaft of the first transmission component 3 and the second transmission component 4; that is, in this embodiment, the first transmission component 3 and the second transmission component 4 share the connecting shaft 51 in the third transmission component 5, so as to simplify the internal structure of the drive system.

[0091] In this embodiment, the first transmission path, the second transmission path, and the third transmission path partially overlap.

[0092] In some embodiments of this application, the first sub-part 311 in the first clutch 31 and the third sub-part 411 in the second clutch 41 are both connected to the connecting shaft 51.

[0093] In some embodiments of this application, the third transmission assembly 5 further includes a differential 52 and a fifth gear 53. The differential 52 is connected to the two drive shafts 2; the fifth gear 53 is connected to the connecting shaft 51 and meshes with the differential 52. That is, in this embodiment, the connecting shaft 51 transmits the kinetic energy of the output unit 1 to the two drive shafts 2 respectively through the differential 52 and the fifth gear 53.

[0094] In some embodiments of this application, the third transmission assembly 5 further includes a sixth gear 54 and a seventh gear 55. The sixth gear 54 is connected to the output shaft of the output unit 1; the seventh gear 55 is connected to the connecting shaft 51 and meshes with the sixth gear 54. In this embodiment, the output unit 1 transmits kinetic energy to the connecting shaft 51 through the sixth gear 54 and the seventh gear 55.

[0095] In the first aspect, the drive system in this application embodiment achieves torque vector control by the output unit 1 through the semi-clutch slip friction of the first clutch and the second clutch, thereby realizing the independent setting of the two drive shafts 2; wherein, the two drive shafts 2 can be the front wheel axle of the vehicle or the rear wheel axle of the vehicle, without limitation; similarly, two drive systems can be set in the vehicle, thereby realizing the independent four-wheel drive of the vehicle through the two output units 1.

[0096] Furthermore, since the first and second clutches only need to transmit the torque and power required for differential operation, the clutches are small in size and have a low cost.

[0097] Secondly, the drive system in this application embodiment achieves centralized and independent drive through a single output unit 1, improving vehicle turning performance and vehicle stability control; it can also achieve passive differential, i.e., the function of traditional differential 52, to ensure the reliability of the vehicle when turning.

[0098] Furthermore, the centralized drive and independent drive modes of the drive system in this embodiment can be freely switched without interruption of power during the switching process, achieving seamless switching and high comfort.

[0099] Thirdly, the drive system in this application embodiment can realize the differential lock function. When one wheel 6 of the vehicle slips, the differential lock function can be realized by controlling the engagement state of the first clutch and the second clutch, thereby improving the ability to get out of trouble.

[0100] In some embodiments of this application, the transmission ratio i0 is the transmission ratio of the drive shaft 2 after the kinetic energy transmitted by the output unit 1 passes through the sixth gear 54, the seventh gear 55, the fifth gear 53 and the differential 52 in sequence.

[0101] The transmission ratio i1 is the transmission ratio of the kinetic energy transmitted by the output unit 1, which is transmitted to the transmission shaft 2 through the sixth gear 54, the seventh gear 55 and the first transmission assembly 3 in sequence.

[0102] The kinetic energy transmitted by the output unit 1 through the sixth gear 54, the seventh gear 55 and the second transmission assembly 4 is transmitted to the transmission ratio of the transmission shaft 2.

[0103] This application also proposes a vehicle, which includes a drive system as described above. Since this vehicle adopts all the technical solutions of all the above embodiments, it has at least the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0104] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not make any specific restrictions.

[0105] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0106] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0107] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0108] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A drive system, characterized in that, include: Output section; Two drive shafts are respectively connected to the output unit and are each configured to transmit kinetic energy to the two wheels respectively; The first transmission assembly and the second transmission assembly are respectively connected to the same transmission shaft; The output unit is capable of driving a first transmission component or a second transmission component. The first transmission component is configured to reduce the rotational speed of the transmission shaft connected thereto, and the second transmission component is configured to increase the rotational speed of the transmission shaft connected thereto.

2. The drive system according to claim 1, characterized in that, The transmission ratio between the output section and the two transmission shafts is i0; The transmission ratio of the output unit to the transmission shaft via the first transmission assembly is i1; The transmission ratio of the output unit to the transmission shaft via the second transmission assembly is i2; Wherein, one of i1 and i2 is greater than i0, and the other is less than i0.

3. The drive system according to claim 2, characterized in that, The input ends of the first transmission component and the second transmission component are located on the same shaft.

4. The drive system according to claim 1, characterized in that, The first transmission assembly includes: The first clutch is connected to the output section and the drive shaft respectively; The first clutch has a first state and a second state; When the first clutch is in the first state, kinetic energy is transmitted between the output unit and the transmission shaft; When the first clutch is in the second state, the kinetic energy transmission between the output section and the drive shaft is disconnected.

5. The drive system according to claim 4, characterized in that, When the first clutch is in the first state, m1≤i1≤n1, and both m1 and n1 are greater than 0.

6. The drive system according to claim 4, characterized in that, The first transmission assembly further includes: A first transmission unit is connected to the first clutch and the drive shaft, and the first transmission unit is configured to transmit kinetic energy between the first clutch and the drive shaft.

7. The drive system according to claim 6, characterized in that, The first transmission unit includes: A first gear is connected to the drive shaft; and The second gear is connected to the first clutch component; The first gear and the second gear mesh with each other.

8. The drive system according to claim 1, characterized in that, The second transmission assembly includes: The second clutch is connected to the output section and the drive shaft respectively; The second clutch has a third state and a fourth state; When the second clutch is in the third state, kinetic energy is transmitted between the output section and the drive shaft; When the second clutch is in the fourth state, the kinetic energy transmission between the output section and the drive shaft is disconnected.

9. The drive system according to claim 8, characterized in that, When the second clutch is in the third state, m2≤i2≤n2, and both m2 and n2 are greater than 0.

10. The drive system according to claim 8, characterized in that, The second transmission assembly also includes: A second transmission unit is connected to the second clutch and the drive shaft, and the second transmission unit is configured to transmit kinetic energy between the second clutch and the drive shaft.

11. The drive system according to claim 10, characterized in that, The second transmission unit includes: The third gear is connected to the drive shaft; and The fourth gear is connected to the second clutch.

12. The drive system according to claim 1, characterized in that, Also includes: The third transmission component is configured to transmit kinetic energy between the output section and the two transmission shafts.

13. The drive system according to claim 12, characterized in that, The third transmission component includes: A connecting shaft is configured to transfer the kinetic energy of the output unit to two output shafts; The connecting shaft is the input shaft of the first transmission component and the second transmission component.

14. The drive system according to claim 13, characterized in that, The third transmission component also includes: Differential, connected to the two drive shafts; and The fifth gear is connected to the connecting shaft and meshes with the differential.

15. The drive system according to claim 13, characterized in that, The third transmission component also includes: The sixth gear is connected to the output shaft of the output section; and The seventh gear is connected to the connecting shaft and meshes with the sixth gear.

16. A vehicle, characterized in that, Includes the drive system as described in any one of claims 1 to 15.

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