Power take-off mechanism, electric drive system and vehicle

Abstract

The present disclosure relates to a power disengaging mechanism, an electric drive system and a vehicle. The power disengaging mechanism comprises a first gear sleeve, a second gear sleeve and a limiting structure. The first gear sleeve comprises first engaging teeth for driving connection with a drive gear. The second gear sleeve comprises second engaging teeth, and the second gear sleeve is coaxially sleeved in the first gear sleeve for driving connection with a half shaft. One of the first gear sleeve and the second gear sleeve can be driven to move axially to make the first engaging teeth and the second engaging teeth engage to transmit power or disengage to cut off power, wherein the direction in which the first gear sleeve or the second gear sleeve moves to engage power is the direction of moving toward the side of the drive gear, and the limiting structure is used to limit the movement of the first gear sleeve toward the side of the drive gear in the engaged state. Through the above technical solution, it can be ensured that the first engaging teeth and the second engaging teeth always remain in the engaged position, avoiding the problem of power loss and improving the safety performance of driving.

Description

Technical Field

[0001] This disclosure relates to the field of new energy vehicle technology, and in particular to a power disengagement mechanism, an electric drive system, and a vehicle. Background Technology

[0002] The driving range of new energy vehicles is currently a core focus of the industry. Adding a disengagement mechanism to the electric drive system can reduce system losses and increase the vehicle's driving range. However, in related technologies, the system deformation direction of the drive gear is opposite to the engagement direction of the disengagement mechanism. This poses a risk of disengagement under conditions of vehicle vibration and bumpy roads, leading to power loss and potential safety hazards. Utility Model Content

[0003] To overcome the problems existing in the related technologies, this disclosure provides a power disengagement mechanism, an electric drive system, and a vehicle.

[0004] According to a first aspect of the present disclosure, a power disengagement system is provided, comprising:

[0005] The first toothed sleeve is used for transmission connection with the drive gear, and includes a first engaging tooth;

[0006] The second toothed sleeve, coaxially sleeved inside the first toothed sleeve, is used for transmission connection with the half-shaft and includes a second engaging tooth;

[0007] One of the first and second gear sleeves can be driven to move axially, such that the first and second engaging teeth engage to transmit power or disengage to cut off power, wherein the first or second gear sleeve moves in a direction toward the drive gear to engage the power.

[0008] A limiting structure is used to restrict the movement of the first tooth sleeve toward the drive gear side when it is engaged.

[0009] The technical solutions provided by the embodiments of this disclosure can include the following beneficial effects: The power disengagement mechanism provided by this disclosure has a first or second toothed sleeve that moves in the direction of engaging power toward the drive gear. This makes the engagement direction of the disengagement mechanism consistent with the system deformation direction generated by the drive gear. At the same time, the movement of the first toothed sleeve toward the drive gear in the engaged state is restricted by the limiting structure. In this way, even if the first toothed sleeve has a dragging force under the action of system deformation generated by the drive gear, and under the conditions of vehicle vibration and bumpy road conditions, it can ensure that the first and second engaging teeth always remain in the engaged position, avoid the problem of power loss, and improve driving safety performance.

[0010] In some possible implementations, the first toothed sleeve can be driven to move axially to engage or disengage with the second toothed sleeve, wherein, in the disengaged position, of the set of first and second engaging teeth for mutual engagement, the second engaging tooth is closer to the drive gear than the first engaging tooth. This simplifies the half-shaft side transmission structure, reduces the additional load that may be generated during the axial movement of the half-shaft, and improves the stability of the half-shaft transmission.

[0011] In some possible implementations, multiple first engagement teeth are spaced apart axially, and multiple second engagement teeth are spaced apart axially, wherein, in the disengaged position, the multiple first engagement teeth and the multiple second engagement teeth are alternately arranged axially. Increasing the number of engagement teeth helps to improve the strength of the engagement between the first and second gear sleeves, thereby improving the stability of power transmission from the drive gear to the half-shaft.

[0012] In some possible implementations, the second gear sleeve can be driven to move axially to engage or disengage with the first gear sleeve, wherein, in the disengaged position, in the set of first and second engaging teeth for mutual engagement, the first engaging teeth are closer to the drive gear than the second engaging teeth. This helps to keep the gear transmission system on the motor side axially fixed, reduces the dynamic balance effect caused by the movement of the first gear sleeve when the motor is running at high speed, and helps to maintain the smoothness of the motor transmission.

[0013] In some possible implementations, the end of the second gear sleeve near the drive gear extends out of the first gear sleeve and is fitted with a bearing housing, wherein the two opposing end faces of the bearing housing and the first gear sleeve form the limiting structure. This method of forming the limiting structure can directly utilize the existing structure of the electric drive system without additional design or modification, thus offering greater versatility.

[0014] In some possible implementations, the first gear sleeve has a radially projecting protrusion, wherein the two end faces of the drive gear and the protrusion opposite to each other form the limiting structure. This method of forming the limiting structure can directly utilize the existing structure of the electric drive system without additional design and modification, thus offering greater versatility.

[0015] In some possible implementations, the first engaging teeth are spaced circumferentially around the first toothed sleeve, and / or the second engaging teeth are spaced circumferentially around the second toothed sleeve. By providing multiple engagement points circumferentially, a balanced distribution of the power transmission path can be achieved, significantly improving the stability and load-bearing capacity of the engagement.

[0016] In some possible implementations, the first sleeve includes a first sleeve section and a second sleeve section. The outer peripheral wall of the first sleeve section is provided with a first transmission tooth for engaging with the drive gear, and the first engagement tooth is provided on the inner peripheral wall of the second sleeve section. The inner peripheral wall of the second sleeve is provided with a second transmission tooth for engaging with the half-shaft, and the second engagement tooth is provided on the outer peripheral wall of the second sleeve. By distributing the first transmission tooth and the first engagement tooth in different sleeve sections, the mounting area of ​​the drive gear and the mounting area of ​​the second sleeve are axially separated, which helps to optimize the axial space allocation and improve the structural compactness and assembly convenience of the electric drive system.

[0017] In some possible implementations, the second gear sleeve includes a shaft section and a third sleeve section. The shaft section is coaxially sleeved within the first sleeve section, and the end of the shaft section near the drive gear extends out of the first sleeve section and is fitted with a bearing seat. The second transmission tooth is disposed on the inner circumferential wall of the third sleeve section, and the second engagement tooth is disposed on the outer circumferential wall of the third sleeve section. The shaft section passing through the interior of the first sleeve section fully utilizes the hollow radial space of the first gear sleeve. Furthermore, the second transmission tooth and the second engagement tooth are located on the inner and outer circumferential surfaces of the third sleeve section, respectively, which also helps to reduce the overall axial dimension of the electric drive system and achieve compact assembly within a limited space.

[0018] According to a second aspect of the present disclosure, an electric drive system is provided, including the power disengagement system of any one of the above.

[0019] According to a third aspect of the present disclosure, a vehicle is provided, comprising an electric drive system including any of the above.

[0020] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0022] Figure 1 This is a schematic diagram of a power disengagement mechanism according to an exemplary embodiment.

[0023] Figure 2 yes Figure 1 A magnified view of part A in the middle.

[0024] Figure 3 This is a schematic diagram of the structure of an electric drive system according to an exemplary embodiment.

[0025] Figure 4 This is a schematic diagram of the structure of a first toothed sleeve according to an exemplary embodiment.

[0026] Figure 5 This is a schematic diagram of the structure of a second toothed sleeve according to an exemplary embodiment.

[0027] Explanation of reference numerals in the attached figures

[0028] 1-First toothed sleeve, 11-First sleeve section, 111 First transmission tooth, 12-Second sleeve section, 121-First engagement tooth, 13-Protrusion, 2-Second toothed sleeve, 21-Rotating shaft section, 22-Third sleeve section, 221-Second engagement tooth, 222-Second transmission tooth, 3-Limiting structure, 4-Bearing seat, 5-Drive gear, 51-Gear end face. Detailed Implementation

[0029] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0030] It should be noted that all actions involving the acquisition of signals, information, or data in this disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the location is situated, and with authorization from the owner of the relevant device.

[0031] like Figures 1 to 5 The present disclosure provides a power disengagement mechanism, which is disposed between a drive gear 5 and a half-shaft, for engaging or disengaging power transmission from the drive gear 5 to the half-shaft. The drive gear 5 and the half-shaft constitute a coaxial drive system. It should be noted that the power disengagement mechanism provided in this disclosure can be applied to fuel-powered vehicles, pure electric vehicles, or hybrid vehicles, and this disclosure does not impose any limitations on this application.

[0032] The power disengagement mechanism disclosed herein includes a first gear sleeve 1, a second gear sleeve 2, and a limiting structure 3. The first gear sleeve 1 includes a first engaging tooth 121 for transmission connection with a drive gear 5. The second gear sleeve 2 includes a second engaging tooth 221 and is coaxially sleeved within the first gear sleeve 1 for transmission connection with a half-shaft. One of the first gear sleeve 1 and the second gear sleeve 2 can be driven to move axially. Taking an electric drive system as an example, the electric drive system is equipped with a drive device for driving either the first gear sleeve 1 or the second gear sleeve 2 to move axially, so that the first engaging tooth 121 and the second engaging tooth 221 engage to transmit power or disengage to cut off power.

[0033] The system deformation generated during the operation of the drive gear 5 causes it to tend to move axially. Since the first gear sleeve 1 is connected to the drive gear 5, it will also tend to move along the system deformation direction under the action of the drive gear 5. In related technologies, the system deformation direction generated by the drive gear 5 is opposite to the engagement direction of the disengagement mechanism; for example, the system deformation direction is towards... Figure 3 On the left side, the first toothed sleeve 1 moves to the right side of the diagram under the drive of the drive device to engage with the second toothed sleeve 2. Due to the deformation of the system, the first toothed sleeve 1 tends to move to the left side of the diagram. This tendency has the risk of disengaging the first engaging tooth 121 and the second engaging tooth 221, resulting in a loss of power.

[0034] To solve the aforementioned technical problems, the power disengagement mechanism provided in this disclosure causes the first gear sleeve 1 or the second gear sleeve 2 to move in the direction of the engagement power toward the drive gear 5. This ensures that the engagement direction of the disengagement mechanism is consistent with the system deformation direction generated by the drive gear 5, that is, the first gear sleeve 1 or the second gear sleeve 2 moves toward the drive gear 5. Figure 3 The movement to the left side of the middle section is used to engage the power, which can be seen as a certain degree of pre-compensation for the drag displacement that the first toothed sleeve 1 may generate under the deformation of the system.

[0035] However, considering the risk of continued dragging of the first gear sleeve 1 under system deformation, potentially leading to gear disengagement, the disengagement mechanism provided in this disclosure also includes a limiting structure 3. The limiting structure 3 restricts the movement of the first gear sleeve 1 towards the drive gear 5 in the engaged state. Thus, even under the dragging force exerted on the first gear sleeve 1 by the system deformation generated by the drive gear 5, and under conditions of vehicle vibration and bumpy road conditions, it ensures that the first engaging tooth 121 and the second engaging tooth 221 remain in the engaged position, preventing power loss and improving driving safety.

[0036] It should be noted that, depending on whether the first gear sleeve 1 or the second gear sleeve 2 is driven to move to engage or disengage the power, the limiting structure 3 can form a fit before or after the power engagement, which will be explained in detail later.

[0037] In some possible implementations, the first toothed sleeve 1 can be driven to move axially to engage or disengage with the second toothed sleeve 2. In the disengaged position, of the set of first engaging teeth 121 and second engaging teeth 221 used for engagement, the second engaging tooth 221 is closer to the drive gear 5 than the first engaging tooth 121. By enabling axial movement of the first toothed sleeve 1 to achieve dynamic engagement or disengagement with the second toothed sleeve 2, while the second toothed sleeve 2 remains axially stationary, this arrangement simplifies the half-shaft side transmission structure, reduces the additional load that may be generated during the axial movement of the half-shaft, and improves the stability of the half-shaft transmission.

[0038] Furthermore, in some possible implementations, such as Figure 2 As shown, multiple first engagement teeth 121 are spaced apart along the axial direction, and multiple second engagement teeth 221 are spaced apart along the axial direction. In the disengaged position, the multiple first engagement teeth 121 and multiple second engagement teeth 221 are alternately arranged in the axial direction. Increasing the number of engagement teeth helps to improve the engagement strength of the first tooth sleeve 1 and the second tooth sleeve 2, thereby improving the stability of power transmission from the drive gear 5 to the half shaft.

[0039] In the aforementioned embodiment where the first toothed sleeve 1 moves axially to achieve power engagement or disengagement with the second toothed sleeve 2, the limiting of the first toothed sleeve 1 forms a fit after power engagement. In some possible embodiments, the end of the second toothed sleeve 2 near the drive gear 5 extends out of the first toothed sleeve 1 and is fitted with a bearing seat 4, wherein the two opposing end faces of the bearing seat 4 and the first toothed sleeve 1 form a limiting structure 3. Figure 1 The diagram shows the first gear sleeve 1 and the second gear sleeve 2 in the disengaged position, with a clearance between the bearing housing 4 and the first gear sleeve 1 for axial movement. When the first gear sleeve 1 moves towards the drive gear 5 to engage power, the two opposing end faces of the bearing housing 4 and the first gear sleeve 1 abut against each other, thereby restricting further movement of the first gear sleeve 1. This method of forming the limiting structure 3 can directly utilize the existing structure of the electric drive system without additional design or modification, resulting in greater versatility.

[0040] In some other possible embodiments, the second gear sleeve 2 can be driven to move axially to engage or disengage with the first gear sleeve 1. In the disengaged position, among the set of first engaging teeth 121 and second engaging teeth 221 used for mutual engagement, the first engaging teeth 121 are closer to the drive gear 5 than the second engaging teeth 221. That is, the second gear sleeve 2 moves axially to engage or disengage with the first gear sleeve 1, while the first gear sleeve 1 remains axially stationary. This helps to keep the gear transmission system on the motor side axially fixed, reduces the dynamic balance effect caused by the movement of the first gear sleeve 1 when the motor is running at high speed, and helps to maintain the smoothness of the motor transmission. The second gear sleeve 2 on the half-shaft side directly acts as a moving part, which can shorten the axial displacement distance on the power transmission path and reduce the impact load during the gear sleeve meshing process.

[0041] In embodiments where the second toothed sleeve 2 moves axially to achieve power engagement or disengagement with the first toothed sleeve 1, the limiting of the first toothed sleeve 1 forms a fit before power engagement. In some possible embodiments, the end of the second toothed sleeve 2 near the drive gear 5 extends out of the first toothed sleeve 1 and is fitted with a bearing seat 4, wherein the two opposing end faces of the bearing seat 4 and the first toothed sleeve 1 form a limiting structure 3. In this embodiment, since power engagement is not achieved through the axial movement of the first toothed sleeve 1, there is no need to leave a gap between the first toothed sleeve 1 and the bearing seat 4, so that the first toothed sleeve 1 directly abuts against the end face of the bearing seat 4 after assembly, or the gap is sufficient to prevent the first engaging tooth 121 and the second engaging tooth 221 from disengaging. This method of forming the limiting structure 3 can directly utilize the existing structure of the electric drive system without additional design and modification, thus having higher versatility.

[0042] In other possible implementations, such as Figure 3As shown, the first gear sleeve 1 has a protrusion 13 extending radially, wherein the two end faces of the drive gear 5 and the protrusion 13 are formed as a limiting structure 3. For example, the first gear sleeve 1 may include a first sleeve section 11 and a second sleeve section 12, the shaft diameter of the second sleeve section 12 is larger than that of the first sleeve section 11, and the transition position between the first sleeve section 11 and the second sleeve section 12 is formed as the protrusion 13. Taking the first gear sleeve 1 being able to be driven to move axially to engage or disengage with the second gear sleeve 2 as an example, when the first gear sleeve 1 moves towards the drive gear 5 to engage the power, the protrusion 13 and the gear end face 51 abut against each other, thereby restricting the further movement of the first gear sleeve 1. Similar to the above method of using the bearing seat 4 and the two end faces of the first gear sleeve 1 to form a limiting structure 3, this method of forming the limiting structure 3 can directly borrow the original structure of the electric drive system without additional design and modification, and has higher versatility. It should be noted that this method of using the two opposing end faces of the drive gear 5 and the protrusion 13 to form a limiting structure 3 is also applicable to the method in which the second toothed sleeve 2 can be driven to move axially to engage or disengage with the first toothed sleeve 1. That is, the limiting of the first toothed sleeve 1 is formed before the power engagement.

[0043] like Figure 4 and Figure 5 As shown, the first engagement tooth 121 is spaced circumferentially around the first tooth sleeve 1, and / or the second engagement tooth 221 is spaced circumferentially around the second tooth sleeve 2. By setting multiple engagement points circumferentially, a balanced distribution of the power transmission path can be achieved, significantly improving the stability and load-bearing capacity of the engagement. In addition, it is also beneficial to compensate for the risk of engagement misalignment by setting multiple engagement teeth circumferentially, further improving the reliability of the engagement power.

[0044] like Figure 4 As shown, the first sleeve 1 may include a first sleeve section 11 and a second sleeve section 12. The outer peripheral wall of the first sleeve section 11 is provided with a first transmission tooth 111 for transmission engagement with the drive gear 5, and a first engagement tooth 121 is provided on the inner peripheral wall of the second sleeve section 12. The inner peripheral wall of the second sleeve 2 is provided with a second transmission tooth 222 for transmission engagement with the half-shaft, and a second engagement tooth 221 is provided on the outer peripheral wall of the second sleeve 2. By setting the first transmission tooth 111 and the first engagement tooth 121 in different sleeve sections, the mounting area of ​​the drive gear 5 and the mounting area of ​​the second sleeve 2 can be separated axially, which is beneficial for optimizing the axial space allocation and improving the structural compactness and assembly convenience of the electric drive system.

[0045] Furthermore, such as Figure 5As shown, the second gear sleeve 2 may include a rotating shaft section 21 and a third sleeve section 22. The rotating shaft section 21 is coaxially sleeved within the first sleeve section 11, and the end of the rotating shaft section 21 near the drive gear 5 extends out of the first sleeve section 11 and is fitted with a bearing seat 4. The second transmission tooth 222 is disposed on the inner circumferential wall of the third sleeve section 22, and the second engagement tooth 221 is disposed on the outer circumferential wall of the third sleeve section 22. The rotating shaft section 21 passes through the interior of the first sleeve section 11, which fully utilizes the hollow radial space of the first gear sleeve 1. Furthermore, the second transmission tooth 222 and the second engagement tooth 221 are located on the inner and outer circumferential surfaces of the third sleeve section 22, respectively. This also helps to reduce the overall axial dimension of the electric drive system, achieving compact assembly within a limited space.

[0046] According to a second aspect of the embodiments of this disclosure, such as Figure 3 As shown, an electric drive system is also provided, which includes the power disengagement mechanism of any of the above-mentioned methods and has all of its beneficial effects, which will not be elaborated here.

[0047] According to a third aspect of the present disclosure, a vehicle is also provided, including an electric drive system comprising any one of the foregoing embodiments.

[0048] In the above detailed description, reference has been made to the accompanying drawings, which illustrate specific aspects of this disclosure by way of illustration. In this regard, terms indicating direction or positional relationship, such as “center,” “longitudinal,” “lateral,” “length,” “width,” “thickness,” “upper,” “lower,” “front,” “rear,” “left,” “right,” “vertical,” “horizontal,” “top,” “bottom,” “inner,” “outer,” “clockwise,” “counterclockwise,” “axial,” “radial,” and “circumferential,” are used with reference to the orientation of the described figures. Since components of the described device can be positioned in multiple different orientations, directional terms are used for illustrative purposes and not for limitation. It should be understood that other aspects can be utilized and structural or logical changes can be made without departing from the concept of this disclosure. Therefore, the following detailed description should not be considered limiting.

[0049] It should be understood that, unless otherwise specifically indicated, features of various embodiments of this disclosure described herein can be combined with each other. As used herein, the term “and / or” includes any one of the relevant listed items and any combination of any two or more; similarly, “at least one of…” includes any one of the relevant listed items and any combination of any two or more.

[0050] It should be understood that, unless otherwise expressly specified and limited, the terms "joining," "attaching," "installing," "connecting," "linking," "fixing," etc., used in the embodiments of this disclosure should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms herein based on the specific circumstances.

[0051] Furthermore, the term "above" as used herein with respect to components, elements, or material layers formed or located "above" a surface may be used to indicate that the component, element, or material layer is "indirectly" positioned (e.g., placed, formed, deposited, etc.) on the surface such that one or more additional components, elements, or layers are arranged between the surface and the component, element, or material layer. However, the term "above" as used with respect to components, elements, or material layers formed or located "above" a surface may also optionally have a specific meaning: that the component, element, or material layer is "directly" positioned (e.g., placed, formed, deposited, etc.) on the surface, for example, in direct contact with the surface.

[0052] Although terms such as “first,” “second,” and “third” may be used herein to describe various components, parts, regions, layers, or sections, these components, parts, regions, layers, or sections are not limited to these terms. Rather, these terms are used only to distinguish one component, part, region, layer, or section from another. Therefore, without departing from the teachings of the examples described herein, the first component, part, region, layer, or section mentioned in the examples may also be referred to as the second component, part, region, layer, or section. Furthermore, the terms “first” and “second” are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as “first” or “second” may explicitly or implicitly include at least one of that feature. In the description herein, “a plurality” means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0053] It should be understood that spatial relative terms, such as “above,” “upper,” “below,” and “lower,” are used herein to describe the relationship between one element and another shown in the figures. In addition to the orientation depicted in the figures, these spatial relative terms are also intended to encompass different orientations of the device in use or operation. For example, if the device in the figures is flipped, an element described as “above” or “upper” relative to another element would be “below” or “lower” relative to that other element. Thus, depending on the spatial orientation of the device, the term “above” encompasses both above and below orientations. Devices may have other orientations (e.g., rotated 90 degrees or in other orientations), and the spatial relative terms used herein should be interpreted accordingly.

Claims

1. A power disengagement mechanism, characterized in that, The power disengagement mechanism includes: The first toothed sleeve is used for transmission connection with the drive gear, and includes a first engaging tooth; The second toothed sleeve, coaxially sleeved inside the first toothed sleeve, is used for transmission connection with the half-shaft and includes a second engaging tooth; One of the first and second gear sleeves can be driven to move axially, such that the first and second engaging teeth engage to transmit power or disengage to cut off power, wherein the first or second gear sleeve moves in a direction toward the drive gear to engage the power. A limiting structure is used to restrict the movement of the first tooth sleeve toward the drive gear side when it is engaged.

2. The power disengagement mechanism according to claim 1, characterized in that, The first toothed sleeve can be driven to move axially to engage or disengage with the second toothed sleeve, wherein, in the disengaged position, in a set of first and second engaging teeth for engaging with each other, the second engaging tooth is closer to the drive gear than the first engaging tooth.

3. The power disengagement mechanism according to claim 2, characterized in that, The first engagement teeth are spaced apart along the axial direction, and the second engagement teeth are spaced apart along the axial direction. In the disengaged position, the first engagement teeth and the second engagement teeth are alternately arranged in the axial direction.

4. The power disengagement mechanism according to claim 1, characterized in that, The second toothed sleeve can be driven to move axially to engage or disengage with the first toothed sleeve, wherein, in the disengaged position, in a set of first and second engaging teeth for engaging with each other, the first engaging tooth is closer to the drive gear than the second engaging tooth.

5. The power disengagement mechanism according to any one of claims 1-4, characterized in that, The end of the second toothed sleeve near the drive gear extends out of the first toothed sleeve and is fitted with a bearing seat, wherein the two opposite end faces of the bearing seat and the first toothed sleeve form the limiting structure.

6. The power disengagement mechanism according to any one of claims 1-4, characterized in that, The first gear sleeve has a protrusion that protrudes radially, wherein the two end faces of the drive gear and the protrusion that are opposite to each other form the limiting structure.

7. The power disengagement mechanism according to any one of claims 1-4, characterized in that, The first engaging tooth is spaced circumferentially around the first tooth sleeve, and / or the second engaging tooth is spaced circumferentially around the second tooth sleeve.

8. The power disengagement mechanism according to any one of claims 1-4, characterized in that, The first toothed sleeve includes a first sleeve section and a second sleeve section. The outer peripheral wall of the first sleeve section is provided with a first transmission tooth for engaging with the drive gear, and the first engagement tooth is provided on the inner peripheral wall of the second sleeve section. The inner peripheral wall of the second toothed sleeve is provided with a second transmission tooth for engaging with the half-shaft, and the second engagement tooth is provided on the outer peripheral wall of the second toothed sleeve.

9. The power disengagement mechanism according to claim 8, characterized in that, The second gear sleeve includes a rotating shaft section and a third sleeve section. The rotating shaft section is coaxially sleeved inside the first sleeve section, and the end of the rotating shaft section near the drive gear extends out of the first sleeve section and is sleeved with a bearing seat. The second transmission tooth is disposed on the inner peripheral wall of the third sleeve section, and the second engagement tooth is disposed on the outer peripheral wall of the third sleeve section.

10. An electric drive system, characterized in that, Includes the power disengagement mechanism as described in any one of claims 1-9.

11. A vehicle, characterized in that, Includes the electric drive system of claim 10.

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