Gear, engine and vehicle

Abstract

The invention discloses a gear, an engine and a vehicle, and belongs to the technical field of automobiles. The gear comprises an inner hub, a damping assembly and an outer gear ring. At least part of the damping assembly is made of the elastic material, so that the damping assembly can generate elastic deformation in the operation process of the gear. Therefore, when an instantaneous rotating speed difference caused by rotating speed fluctuation or load change exists, the damping assembly can adjust the position of the outer gear ring through elastic deformation of the damping assembly, and it is ensured that the meshing degree between the outer gear ring and an external structure is kept constant. The self-adaptive adjustment effectively avoids collision and abnormal contact between the outer gear ring and an external structure caused by asynchronous rotating speeds, so that the impact load between tooth surfaces is reduced. By absorbing and buffering the impact loads, the shock absorption assembly not only greatly reduces the vibration of the gear and the peripheral structure of the gear, but also remarkably reduces the noise in the running process of the automobile.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a gear, an engine and a vehicle. Background Art

[0002] As an efficient and reliable power transmission method, gear transmission has become one of the core components of automobile transmission systems due to its compact structure, high transmission efficiency, strong load-bearing capacity and long service life. It is widely used in key assemblies such as engines.

[0003] However, during the gear transmission process, due to the speed fluctuations at the power input end and the load changes, the instantaneous speed of the meshing gear pair is difficult to be completely synchronized, resulting in a speed difference when the gear pair is meshing. This dynamic mismatch phenomenon will cause abnormal contact and collision between the tooth surfaces, generate periodic impact loads, and then stimulate the vibration of the gears and surrounding structures, resulting in high noise in the vehicle. Summary of the invention

[0004] The embodiment of the present application provides a gear, an engine and a vehicle. When the gear is applied to the engine of the vehicle, the noise of the vehicle can be reduced to a certain extent. The technical solution is as follows:

[0005] In one aspect, a gear is provided, comprising:

[0006] Inner hub, shock absorber assembly and outer ring gear;

[0007] The shock absorbing assembly is located between the inner wheel hub and the outer gear ring, and is fixedly connected to the inner wheel hub and the outer gear ring; the central axes of the inner wheel hub, the shock absorbing assembly and the outer gear ring coincide with each other;

[0008] At least part of the damping assembly is made of elastic material, and the damping assembly is configured to be able to undergo elastic deformation during the operation of the gear.

[0009] Optionally, the shock absorbing assembly comprises: a first annular member and a second annular member, and an elastic member located between the first annular member and the second annular member, the central axes of the first annular member, the elastic member and the second annular member coincide with each other, the first annular member is fixedly connected to the inner wheel hub, and the second annular member is fixedly connected to the outer gear ring;

[0010] Wherein, the elastic member is made of elastic material and can be elastically deformed.

[0011] Optionally, the elastic material is one of the following materials: hydrogenated nitrile rubber, fluororubber, acrylate rubber, and ethylene acrylate rubber.

[0012] Optionally, the first annular member is connected to the inner hub by interference fit, and the second annular member is connected to the outer gear ring by interference fit.

[0013] Optionally, the range of the assembly interference between the first annular member and the inner hub is 1 mm to 2 mm, and the range of the assembly interference between the second annular member and the outer gear ring is 1 mm to 2 mm.

[0014] Optionally, the gear further includes: a first bonding portion and a second bonding portion, the first bonding portion is distributed between the elastic member and the first annular member, and the second bonding portion is distributed between the elastic member and the second annular member.

[0015] Optionally, the first annular member and the second annular member are made of metal material.

[0016] Optionally, the inner hub has a mounting opening, a central axis of the mounting opening coincides with a central axis of the inner hub, and the mounting opening is used to connect to a transmission shaft.

[0017] In another aspect, an engine is provided, comprising:

[0018] The gear is any one of the gears described above.

[0019] In yet another aspect, a vehicle is provided, comprising:

[0020] A vehicle body, and an engine installed in the vehicle body, wherein the engine is the engine described above.

[0021] The beneficial effects brought by the technical solution provided by the embodiment of the present application include at least:

[0022] At least part of the damping assembly is made of elastic material, so that it can be elastically deformed during the operation of the gear. This feature can significantly improve the adaptability and stability of the system when the gear is affected by speed fluctuations or load changes at the power input end. Specifically, when there is an instantaneous speed difference caused by speed fluctuations or load changes, the damping assembly can adjust the position of the outer gear ring through its elastic deformation to ensure that the meshing degree between the outer gear ring and the external structure (transmission gear) remains constant. This adaptive adjustment effectively avoids the collision and abnormal contact between the outer gear ring and the external structure caused by asynchronous speed, thereby reducing the impact load between the tooth surfaces. By absorbing and buffering these impact loads, the damping assembly not only greatly reduces the vibration of the gear and its surrounding structure, but also significantly reduces the noise during the operation of the vehicle. In addition, this design also improves the smoothness and efficiency of the transmission process. At the same time, due to the reduction of vibration and impact loads, there is less wear between mechanical components, thereby extending the service life of the entire transmission system. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0024] Figure 1 is a schematic diagram of the structure of a gear provided in an embodiment of the present application;

[0025] Figure 2 yes Figure 1 An exploded view of a gear is shown;

[0026] Figure 3 is a schematic diagram of the structure of another gear provided in an embodiment of the present application;

[0027] Figure 4 yes Figure 3 A cross-sectional view of the gear shown at AA';

[0028] Figure 5 yes Figure 1 An exploded view of another type of gear is shown. DETAILED DESCRIPTION

[0029] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0030] The directional nouns involved in the embodiments of the present application, such as "upper", "lower", "side", etc., are generally based on the directions shown in the figures, and these directional nouns are used only to more clearly describe the relationship between structures, and are not intended to describe absolute directions.

[0031] Unless otherwise defined, all technical terms used in the embodiments of the present application have the same meanings as commonly understood by those of ordinary skill in the art.

[0032] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0033] Please refer to Figure 1 , Figure 11 is a schematic diagram of a gear structure provided by an embodiment of the present application. The gear 000 may include: an inner hub 100, a shock absorbing assembly 200 and an outer gear ring 300.

[0034] The damping assembly 200 in the gear 000 may be located between the inner hub 100 and the outer gear ring 300, and may be fixedly connected to the inner hub 100 and the outer gear ring 300. Furthermore, the central axes of the inner hub 100, the damping assembly 200, and the outer gear ring 300 may coincide with each other.

[0035] It should be noted that the inner hub 100 is the central part of the gear 000, which is used to connect to the shaft or other transmission components, the outer gear ring 300 is meshed with the external structure (transmission gear), and the shock absorber assembly 200 can remain relatively fixed with the inner hub 100 and the outer gear ring 300. Therefore, when the gear 000 is driven by the transmission shaft, the inner hub 100 can smoothly transmit the motion to the outer gear ring 300, thereby driving the external structure (transmission gear) meshed with the outer gear ring 300; on the contrary, when the outer gear ring 300 is driven by the external structure (transmission gear), its motion can also be synchronously transmitted to the inner hub 100 through the shock absorber assembly 200, thereby driving the transmission shaft.

[0036] Among them, at least a part of the shock absorbing component 200 in the gear 000 can be made of elastic material, and the shock absorbing component 200 is configured to be able to undergo elastic deformation during the operation of the gear 000.

[0037] In the embodiment of the present application, at least part of the shock absorbing assembly 200 is made of elastic material, so that it can be elastically deformed during the operation of the gear 000. This feature can significantly improve the adaptability and stability of the system when the gear 000 is affected by the speed fluctuation or load change at the power input end. Specifically, when there is an instantaneous speed difference caused by speed fluctuation or load change, the shock absorbing assembly 200 can adjust the position of the outer gear ring 300 through its elastic deformation to ensure that the meshing degree between the outer gear ring 300 and the external structure (transmission gear) remains constant. This adaptive adjustment effectively avoids the collision and abnormal contact between the outer gear ring 300 and the external structure caused by the asynchronous speed, thereby reducing the impact load between the tooth surfaces. By absorbing and buffering these impact loads, the shock absorbing assembly 200 not only greatly reduces the vibration of the gear 000 and its surrounding structures, but also significantly reduces the noise during the operation of the car. In addition, this design also improves the stability and efficiency of the transmission process. At the same time, due to the reduction of vibration and impact loads, there is less wear between mechanical components, thereby extending the service life of the entire transmission system.

[0038] In summary, the embodiment of the present application provides a gear, including an inner wheel hub, a shock absorbing assembly and an outer gear ring. At least part of the shock absorbing assembly is made of elastic material, so that it can be elastically deformed during the operation of the gear. Through this feature, the adaptability and stability of the system can be significantly improved when the gear is affected by the speed fluctuation or load change at the power input end. Specifically, when there is an instantaneous speed difference caused by speed fluctuation or load change, the shock absorbing assembly can adjust the position of the outer gear ring through its elastic deformation to ensure that the meshing degree between the outer gear ring and the external structure (transmission gear) remains constant. This adaptive adjustment effectively avoids the collision and abnormal contact between the outer gear ring and the external structure caused by the asynchronous speed, thereby reducing the impact load between the tooth surfaces. By absorbing and buffering these impact loads, the shock absorbing assembly not only greatly reduces the vibration of the gear and its surrounding structure, but also significantly reduces the noise during the operation of the car. In addition, this design also improves the stability and efficiency of the transmission process. At the same time, due to the reduction of vibration and impact loads, there is less wear between mechanical components, thereby extending the service life of the entire transmission system.

[0039] In the examples of this application, please refer to Figure 2 , Figure 2 yes Figure 1 An exploded view of a gear is shown. The shock absorbing assembly 200 in the gear 000 may include: a first annular member 201, a second annular member 202, and an elastic member 203 located between the first annular member 201 and the second annular member 202. Moreover, the central axes of the first annular member 201, the elastic member 203 and the second annular member 202 coincide with each other, the first annular member 201 may be fixedly connected to the inner hub 100, and the second annular member 202 may be fixedly connected to the outer gear ring 300.

[0040] The elastic member 203 in the shock absorbing assembly 200 may be made of an elastic material, and the elastic member 203 may be elastically deformable.

[0041] In this case, when there is an instantaneous speed difference caused by speed fluctuation or load change, the elastic member 203 in the shock absorbing assembly 200 can adjust the position of the outer gear ring 300 through its elastic deformation to ensure that the meshing degree between the outer gear ring 300 and the external structure (transmission gear) remains constant. This adaptive adjustment effectively avoids the collision and abnormal contact between the outer gear ring 300 and the external structure caused by the asynchronous speed, thereby reducing the impact load between the tooth surfaces. By absorbing and buffering these impact loads, the elastic member 203 not only greatly reduces the vibration of the gear 000 and its surrounding structures, but also significantly reduces the noise during the operation of the vehicle.

[0042] In some embodiments, in order to ensure that the elastic member 203 has good elastic properties, materials such as hydrogenated nitrile rubber (HNBR), fluororubber (FKM), acrylic rubber (ACM) or ethylene acrylic rubber (AEM) can be selected for manufacturing. These materials are very suitable for applications that require efficient vibration absorption and adaptability to dynamic load changes due to their excellent elasticity and durability.

[0043] In addition, the embodiments of the present application are not limited to the above-mentioned specific materials. Any material that can provide the required elasticity is suitable for manufacturing the elastic member 203. For example, polyurethane rubber (PU) is also a suitable choice because it has excellent wear resistance and high elasticity, and is particularly suitable for situations where durability and elasticity are required to be high.

[0044] In this case, by selecting a suitable elastic material, the performance of the elastic member 203 can be effectively improved, thereby enhancing the stability and reliability of the entire gear 000 transmission system.

[0045] In the examples of this application, please refer to Figure 3 and Figure 4 , Figure 3 is a schematic diagram of the structure of another gear provided in an embodiment of the present application, Figure 4 yes Figure 3 The cross-sectional view of the gear is shown at AA′. The first annular member 201 in the shock absorbing assembly 200 can be connected to the inner hub 100 by interference fit, and the second annular member 202 in the shock absorbing assembly 200 can be connected to the outer gear ring 300 by interference fit.

[0046] In this case, since the first annular member 201 in the shock absorbing assembly 200 is connected to the inner hub 100 by interference fit, the second annular member 202 in the shock absorbing assembly 200 is also connected to the outer gear ring 300 by interference fit. Interference fit achieves a tight connection by making the size of the parts slightly larger than their matching holes or shafts, ensuring a firm connection between the first annular member 201 and the inner hub 100 and between the second annular member 202 and the outer gear ring 300, effectively reducing the risk of loosening or disengagement caused by factors such as vibration and impact loads, and significantly improving the mechanical stability of the entire gear 000 structure.

[0047] Specifically, during high-speed operation of the gear 000, the interference fit can ensure that no relative rotation or displacement occurs between the first annular member 201 and the inner hub 100, and between the second annular member 202 and the outer gear ring 300, thereby ensuring the stability and reliability of the system.

[0048] In addition, since the interference fit provides a tight and stable connection, the power is transmitted from the transmission shaft to the inner hub 100, then through the first annular member 201 and the elastic member 203, and finally to the second annular member 202 and the outer gear ring 300 in a more direct and stable process. This not only achieves efficient power transmission, but also reduces energy loss and unnecessary vibration.

[0049] Furthermore, by using interference fit connection between the first annular member 201 and the inner wheel hub 100, and also using interference fit connection between the second annular member 202 and the outer gear ring 300, the shock absorbing assembly 200 can be firmly installed between the inner wheel hub 100 and the outer gear ring 300, so that the elastic member 203 made of elastic material can effectively absorb and buffer the impact load caused by speed fluctuation or load change during the operation of the gear 000. This not only significantly reduces noise and vibration, but also protects the gear 000 system from excessive wear, thereby extending the service life of the entire transmission system.

[0050] Optionally, the assembly interference range between the first annular member 201 in the shock absorbing assembly 200 and the inner hub 100 is: 1 mm to 2 mm; the assembly interference range between the second annular member 202 in the shock absorbing assembly 200 and the outer gear ring 300 is: 1 mm to 2 mm.

[0051] For example, the interference fit between the first annular member 201 and the inner hub 100 may be 1.2 mm, 1.5 mm, or 1.8 mm, etc. Of course, the interference fit between the first annular member 201 and the inner hub 100 may also be other values, as long as the interference fit between the first annular member 201 and the inner hub 100 is within a range of 1 mm to 2 mm.

[0052] For example, the interference fit between the second annular member 202 and the outer gear ring 300 may be 1.2 mm, 1.5 mm, or 1.8 mm, etc. Of course, the interference fit between the second annular member 202 and the outer gear ring 300 may also be other values, as long as the interference fit between the second annular member 202 and the outer gear ring 300 is within a range of 1 mm to 2 mm.

[0053] In this case, by setting an appropriate assembly interference, the connection between the first annular member 201 and the inner hub 100 and the second annular member 202 and the outer gear ring 300 is more secure. This effectively reduces the risk of loosening or disengagement caused by factors such as vibration and impact load, and improves the mechanical stability of the entire gear 000 structure. In addition, the appropriate assembly interference ensures that the power is transmitted from the transmission shaft to the inner hub 100, then to the first annular member 201 and the elastic member 203, and finally to the second annular member 202 and the outer gear ring 300. The process is more direct and smooth. This tight connection not only improves the power transmission efficiency, but also reduces energy loss and unnecessary vibration.

[0054] In an embodiment of the present application, the gear 000 may also include: a first bonding portion (not shown) and a second bonding portion (not shown), the first bonding portion being distributed between the elastic member 203 and the first annular member 201 , and the second bonding portion being distributed between the elastic member 203 and the second annular member 202 .

[0055] In this case, the elastic member 203 can be firmly connected to the first annular member 201 and the second annular member 202 through the first adhesive portion and the second adhesive portion to form an integral structure.

[0056] In this way, since the elastic member 203 is tightly combined with the first ring member 201 and the second ring member 202, and the first ring member 201 is fixedly connected to the inner hub 100, and the second ring member 202 is firmly connected to the outer ring gear 300, when there is an instantaneous speed difference caused by speed fluctuation or load change, it is transmitted to the outer ring gear 300 through the transmission gear, and then transmitted to the second ring member 202 by the outer ring gear 300, and then to the elastic member 203. The elastic member 203 undergoes elastic deformation under the action of vibration. Under the action of this elastic deformation, the position of the outer ring gear 300 changes to adapt to the vibration, so that the meshing degree of the outer ring gear 300 and the transmission gear does not change, thereby effectively reducing noise.

[0057] In addition, by firmly connecting the elastic member 203 with the first annular member 201 and the second annular member 202, the entire shock absorbing assembly 200 exhibits higher durability and reliability in the face of long-term use and complex working conditions. This structure helps to maintain long-term stable operation and is particularly suitable for application scenarios with high requirements for reliability and durability, such as automobile transmission systems.

[0058] For example, the first bonding portion and the second bonding portion can be adhesive materials used to fix the connection between the elastic member 203 and the first annular member 201 and the elastic member 203 and the second annular member 202, such as epoxy resin, UV curing glue or other adhesives suitable for industrial applications. These materials are very suitable for manufacturing applications requiring high-strength connections due to their excellent bonding properties and durability.

[0059] In addition, in addition to the above-mentioned connection method achieved by the bonding portion, other methods can also be used to ensure a firm connection between the elastic member 203 and the first annular member 201 and the second annular member 202. For example, a vulcanization process can be used, which is a method of forming a chemical bond between a rubber material and a metal or other material by heating, thereby providing a stronger bonding force and better durability.

[0060] In order to further enhance the bonding performance between the elastic member 203 and the first annular member 201, and between the elastic member 203 and the second annular member 202, an embodiment of the present application proposes a comprehensive treatment method. First, the surface of the first annular member 201 and the second annular member 202 facing the elastic member 203 is roughened, for example, by phosphating, sandblasting and other processes to increase the roughness of the surface, so as to provide a better adhesion basis for subsequent bonding. This roughening treatment significantly enhances the bonding force of the adhesive material. Next, after the roughening treatment is completed, a spraying treatment can be performed on the roughened surface of the first annular member 201 and the second annular member 202, and a layer of adhesive suitable for industrial applications, such as epoxy resin or UV curing glue, is evenly sprayed. This step can not only fill the tiny unevenness on the surface, but also significantly improve the overall strength and durability of the bonding layer. Through the dual optimization measures of surface roughening and glue spraying, the bonding strength between the elastic part 203 and the first annular part 201 and the second annular part 202 is significantly improved, ensuring that the shock absorbing assembly 200 can still maintain efficient and stable operation under complex working conditions, thereby extending the service life of the entire gear 000 transmission system, improving its reliability and durability, and providing strong support for the realization of an efficient, quiet and durable gear 000 transmission system.

[0061] Optionally, the first annular member 201 and the second annular member 202 in the shock absorbing assembly 200 may be made of metal material.

[0062] For example, the first annular member 201 and the second annular member 202 in the shock absorbing assembly 200 may be made of stamped steel, which may be a single metal material or a combination of two or more different metal materials.

[0063] In this case, metal materials (such as stamped steel) have high mechanical strength and rigidity, so that the first annular member 201 and the second annular member 202 can withstand greater loads and stresses, and provide higher tensile, compressive and shear resistance than non-metallic materials, thereby enhancing the structural stability of the entire shock absorbing assembly 200. In addition, metal materials generally have excellent wear resistance and fatigue resistance, and can maintain a good state under long-term use and complex working conditions, and are particularly suitable for application scenarios that require long-term stable operation, such as automotive transmission systems, which significantly improves the durability and reliability of the system.

[0064] Among them, metal materials also have good thermal stability and thermal conductivity, which helps to quickly dissipate the heat generated during the operation of gear 000, reduce deformation and stress concentration problems caused by temperature changes, improve the overall thermal stability of the system and extend its service life.

[0065] It should be noted that if a combination of multiple metal materials is used to manufacture the first annular member 201 and the second annular member 202, materials with different characteristics can be selected for optimal combination according to specific needs. For example, a high-strength material is selected for the main load-bearing part, and another material with good thermal conductivity is used for heat dissipation, so as to achieve the best balance of multiple properties. This design not only enhances the overall performance of the shock absorbing assembly 200, but also provides strong support for realizing an efficient, quiet and durable gear 000 transmission system.

[0066] In the examples of this application, please refer to Figure 5 , Figure 5 yes Figure 1 Another exploded view of a gear is shown. The inner hub 100 in the gear 000 may have a mounting hole K, the central axis of the mounting hole K may coincide with the central axis of the inner hub 100, and the mounting hole K may be used to connect with a transmission shaft.

[0067] In this case, the precise alignment between the inner hub 100 and the transmission shaft is ensured, and the unbalanced force and vibration caused by eccentricity are avoided, thereby improving the stability and reliability of the entire transmission system. In addition, the installation opening K on the inner hub 100 provides a clear positioning reference for the connection with the transmission shaft, simplifies the assembly process, reduces the difficulty of installation, reduces the possibility of incorrect installation, and improves the assembly quality and work efficiency.

[0068] It should be noted that this design is not only suitable for the current specific application scenario, but also has high flexibility and adaptability. For example, under different requirements, the size or shape of the installation opening K can be adjusted to adapt to different specifications of transmission shafts or other types of mechanical connectors, thereby expanding the application scope and compatibility of the design.

[0069] In some embodiments, the outer circumferential surface of the inner hub 100 is provided with a guide rounded corner or chamfer, and the inner circumferential surface of the outer gear ring 300 is also provided with a guide rounded corner or chamfer. This helps the shock absorber assembly 200 to be pressed or squeezed between the inner hub 100 and the outer gear ring 300 more smoothly, simplifies the assembly process and reduces the resistance and damage risk that the components may encounter during the installation process. In this way, not only the precise matching between the components is achieved, but also the assembly efficiency and reliability are improved, ensuring the efficient operation and long life of the entire gear 000 system.

[0070] In summary, the embodiment of the present application provides a gear, including an inner wheel hub, a shock absorbing assembly and an outer gear ring. At least part of the shock absorbing assembly is made of elastic material, so that it can be elastically deformed during the operation of the gear. Through this feature, the adaptability and stability of the system can be significantly improved when the gear is affected by the speed fluctuation or load change at the power input end. Specifically, when there is an instantaneous speed difference caused by speed fluctuation or load change, the shock absorbing assembly can adjust the position of the outer gear ring through its elastic deformation to ensure that the meshing degree between the outer gear ring and the external structure (transmission gear) remains constant. This adaptive adjustment effectively avoids the collision and abnormal contact between the outer gear ring and the external structure caused by the asynchronous speed, thereby reducing the impact load between the tooth surfaces. By absorbing and buffering these impact loads, the shock absorbing assembly not only greatly reduces the vibration of the gear and its surrounding structure, but also significantly reduces the noise during the operation of the car. In addition, this design also improves the stability and efficiency of the transmission process. At the same time, due to the reduction of vibration and impact loads, there is less wear between mechanical components, thereby extending the service life of the entire transmission system.

[0071] An embodiment of the present application also provides an engine, and the generator may include a gear, wherein the gear is any one of the gears mentioned above.

[0072] The embodiment of the present application also provides a vehicle, which may be a hybrid vehicle, a pure oil vehicle, or an extended-range electric vehicle, etc. The vehicle may include: a vehicle body, and an engine installed in the vehicle body, wherein the engine is the above-mentioned engine.

[0073] In the present application, it should be understood that the terms "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features.

[0074] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the invention disclosed herein. The present application is intended to cover any modification, use or adaptation of the present application, which follows the general principles of the present application and includes common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are intended to be exemplary only.

[0075] It should be understood that the present application is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

[0076] The above is only to facilitate those skilled in the art to understand the technical solution of this application and is not intended to limit this application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of this application shall be included in the protection scope of this application.

Claims

1. A gear, characterized in that: include: An inner wheel hub (100), a shock absorbing assembly (200) and an outer gear ring (300); The shock absorbing assembly (200) is located between the inner wheel hub (100) and the outer gear ring (300), and is fixedly connected to the inner wheel hub (100) and the outer gear ring (300); the central axes of the inner wheel hub (100), the shock absorbing assembly (200) and the outer gear ring (300) coincide with each other; At least a portion of the shock absorbing component (200) is made of elastic material, and the shock absorbing component (200) is configured to be able to undergo elastic deformation during the operation of the gear.

2. The gear according to claim 1, characterized in that: The shock absorbing assembly (200) comprises: a first annular member (201) and a second annular member (202), and an elastic member (203) located between the first annular member (201) and the second annular member (202), wherein the central axes of the first annular member (201), the elastic member (203) and the second annular member (202) coincide with each other, the first annular member (201) is fixedly connected to the inner wheel hub (100), and the second annular member (202) is fixedly connected to the outer gear ring (300); Wherein, the elastic member (203) is made of elastic material, and the elastic member (203) is capable of elastic deformation.

3. The gear according to claim 2, characterized in that: The elastic material is one of the following materials: hydrogenated nitrile rubber, fluororubber, acrylate rubber, and ethylene acrylate rubber.

4. The gear according to claim 2, characterized in that: The first annular component (201) is connected to the inner wheel hub (100) by interference fit, and the second annular component (202) is connected to the outer gear ring (300) by interference fit.

5. The gear according to claim 4, characterized in that The range of the assembly interference between the first annular member (201) and the inner wheel hub (100) is 1 mm to 2 mm, and the range of the assembly interference between the second annular member (202) and the outer gear ring (300) is 1 mm to 2 mm.

6. The gear according to any one of claims 2 to 5, characterized in that: The gear further comprises: a first bonding portion and a second bonding portion, wherein the first bonding portion is distributed between the elastic member (203) and the first annular member (201), and the second bonding portion is distributed between the elastic member (203) and the second annular member (202).

7. The gear according to claim 6, characterized in that The first annular member (201) and the second annular member (202) are made of metal material.

8. The gear according to claim 6, characterized in that The inner wheel hub (100) is provided with a mounting opening (K), the central axis of the mounting opening (K) coincides with the central axis of the inner wheel hub (100), and the mounting opening (K) is used for connecting with a transmission shaft.

9. An engine, characterized in that: It comprises a gear, wherein the gear is the gear according to any one of claims 1 to 8.

10. A vehicle, characterized in that: include: A vehicle body, and an engine installed in the vehicle body, wherein the engine is the engine according to claim 9.

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