Gear, engine and vehicle

Abstract

The application 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 an elastic material, so that the elastic deformation of the damping assembly can occur during the operation of the gear. Therefore, when there is a transient speed difference caused by speed fluctuation or load change, the damping assembly can adjust the position of the outer gear ring through its elastic deformation, ensuring that the engagement degree between the outer gear ring and the external structure remains constant. This adaptive adjustment effectively avoids the collision and abnormal contact between the outer gear ring and the external structure caused by different speeds, 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 the surrounding structure, but also significantly reduces the noise during the operation of the automobile.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, in particular to a gear, an engine and a vehicle. BACKGROUND

[0002] Gear transmission is a kind of efficient and reliable power transmission mode, with the advantages of compact structure, high transmission efficiency, strong carrying capacity and long service life, has become one of the core components of automobile transmission system, and is widely used in key assemblies such as engine.

[0003] However, in the process of gear transmission, due to the fluctuation of the rotational speed of the power input end and the change of the load, the instantaneous rotational speed of the meshing gear pair is difficult to completely synchronize, resulting in the rotational speed difference of the gear pair when meshing. This dynamic mismatch phenomenon will cause abnormal contact and collision between the tooth surfaces, generate periodic impact load, and then excite the vibration of the gear and the surrounding structure, thereby causing the vehicle noise to be large. SUMMARY

[0004] The embodiments of the present application provide 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 scheme is as follows:

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

[0006] An inner hub, a damping assembly and an outer ring gear;

[0007] The damping assembly is located between the inner hub and the outer ring gear, and is fixedly connected with the inner hub and the outer ring gear; the center axes of the inner hub, the damping assembly and the outer ring gear coincide;

[0008] At least part of the damping assembly is composed of an elastic material, and the damping assembly is configured to be capable of elastic deformation during operation of the gear.

[0009] Optionally, the damping 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 center axes of the first annular member, the elastic member and the second annular member coincide, the first annular member is fixedly connected with the inner hub, and the second annular member is fixedly connected with the outer ring gear;

[0010] The elastic member is composed of an elastic material, and the elastic member is capable of elastic deformation.

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

[0012] Optionally, the first ring-shaped member is connected to the inner hub in an interference fit, and the second ring-shaped member is connected to the outer gear ring in an interference fit.

[0013] Optionally, the assembly interference of the first ring-shaped member with the inner hub is in a range of 1mm to 2mm, and the assembly interference of the second ring-shaped member with the outer gear ring is in a range of 1mm to 2mm.

[0014] Optionally, the gear further comprises a first bonding portion and a second bonding portion, the first bonding portion is arranged between the elastic member and the first ring-shaped member, and the second bonding portion is arranged between the elastic member and the second ring-shaped member.

[0015] Optionally, the first ring-shaped member and the second ring-shaped member are made of a metal material.

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

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

[0018] A gear, the gear is any one of the above-mentioned gears.

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

[0020] A vehicle body, and an engine mounted in the vehicle body, the engine is the above-mentioned engine.

[0021] The technical scheme provided by the embodiments of the present application has at least the following beneficial effects:

[0022] At least part of the shock absorption assembly is made of an 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 of the power input end or the load change. Specifically, when there is a transient speed difference caused by speed fluctuation or load change, the shock absorption assembly can adjust the position of the outer gear ring through its elastic deformation, ensuring that the engagement degree between the outer gear ring and the external structure (transmission gear) remains constant. This self-adaptive adjustment effectively avoids the collision and abnormal contact between the outer gear ring and the external structure caused by different speeds, thereby reducing the impact load between the tooth surfaces. By absorbing and buffering these impact loads, the shock absorption assembly not only significantly 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, and since the vibration and impact load are reduced, the wear between mechanical parts is less, thereby prolonging the service life of the entire transmission system. BRIEF DESCRIPTION OF DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative effort on the basis of these drawings.

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

[0025] Figure 2 is Figure 1 is an exploded view of a gear;

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

[0027] Figure 4 is Figure 3 is a sectional view of the gear at A-A';

[0028] Figure 5 is Figure 1 is an exploded view of another gear. DETAILED DESCRIPTION

[0029] The technical solutions in the embodiments of the present application will be described clearly and completely in the following with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort belong to the scope of protection of the present application.

[0030] The orientation terms such as "upper", "lower", "side" and the like involved in the embodiments of the present application are generally based on the orientation shown in the drawings, and these orientation terms are only used for more clearly describing the structure and the relationship between structures, and are not used for describing absolute orientation.

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

[0032] In order to make the purposes, technical solutions and advantages of the present application more clear, the embodiments of the present application will be further described in detail with reference to the drawings.

[0033] Please refer to Figure 1 , Figure 1is a structural schematic diagram of a gear provided by an embodiment of the present application. The gear 000 can include an inner hub 100, a damping assembly 200, and an outer ring gear 300.

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

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

[0036] In the damping assembly 200 in the gear 000, at least part of the damping assembly 200 can be made of an elastic material, and the damping assembly 200 is configured to be elastically deformed during operation of the gear 000.

[0037] In the embodiments of the present application, at least part of the damping assembly 200 is made of an elastic material, so that it can be elastically deformed during operation of the gear 000. Through this feature, the adaptability and stability of the system can be significantly improved when the gear 000 is affected by speed fluctuation or load change of the power input end. Specifically, when there is a transient speed difference caused by speed fluctuation or load change, the damping assembly 200 can adjust the position of the outer ring gear 300 through its elastic deformation, ensuring that the engagement degree between the outer ring gear 300 and the external structure (the transmission gear) remains constant. This self-adaptive adjustment effectively avoids the collision and abnormal contact between the outer ring gear 300 and the external structure due to different speeds, thereby reducing the impact load between the tooth surfaces. By absorbing and buffering these impact loads, the damping assembly 200 not only significantly reduces the vibration of the gear 000 and its surrounding structures, but also significantly reduces the noise during the operation of the automobile. In addition, this design also improves the smoothness and efficiency of the transmission process, and since the vibration and impact load are reduced, the wear between mechanical components is less, thereby prolonging the service life of the entire transmission system.

[0038] In summary, the embodiment of the present application provides a gear, which comprises an inner hub, a damping assembly and an outer ring. 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. Through this feature, the adaptability and stability of the system can be significantly improved when the gear is affected by speed fluctuation or load change of the power input end. Specifically, when there is a transient speed difference caused by speed fluctuation or load change, the damping assembly can adjust the position of the outer ring through its elastic deformation, ensuring that the engagement degree between the outer ring and the external structure (driving gear) remains constant. This adaptive adjustment effectively avoids the collision and abnormal contact between the outer ring and the external structure caused by different speeds, thereby reducing the impact load between the tooth surfaces. By absorbing and buffering these impact loads, the damping assembly not only significantly reduces the vibration of the gear and its surrounding structure, but also significantly reduces the noise during the operation of the automobile. In addition, this design also improves the smoothness and efficiency of the transmission process, and since the vibration and impact load are reduced, the wear between mechanical parts is less, thereby prolonging the service life of the entire transmission system.

[0039] In the embodiment of the present application, please refer to Figure 2 , Figure 2 is Figure 1 An exploded view of a gear is shown. The damping assembly 200 in the gear 000 can include: a first ring 201 and a second ring 202, and an elastic member 203 located between the first ring 201 and the second ring 202. And the center axes of the first ring 201, the elastic member 203 and the second ring 202 coincide, the first ring 201 can be fixedly connected with the inner hub 100, and the second ring 202 can be fixedly connected with the outer ring 300.

[0040] Among them, the elastic member 203 in the damping assembly 200 can be composed of elastic material, and the elastic member 203 can be elastically deformed.

[0041] In this case, when there is a transient speed difference caused by speed fluctuation or load change, the elastic member 203 in the damping assembly 200 can adjust the position of the outer ring 300 through its elastic deformation, ensuring that the engagement degree between the outer ring 300 and the external structure (driving gear) remains constant. This adaptive adjustment effectively avoids the collision and abnormal contact between the outer ring 300 and the external structure caused by different speeds, thereby reducing the impact load between the tooth surfaces. By absorbing and buffering these impact loads, the elastic member 203 not only significantly reduces the vibration of the gear 000 and its surrounding structure, but also significantly reduces the noise during the operation of the automobile.

[0042] In some embodiments, in order to ensure that the elastic member 203 has good elastic properties, materials such as hydrogenated nitrile rubber (HNBR), fluoroelastomer (FKM), acrylate rubber (ACM), or ethylene acrylate rubber (AEM) can be selected for manufacturing. These materials are very suitable for applications that require efficient absorption of vibrations and adaptation 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, especially suitable for situations with high requirements for durability and elasticity.

[0044] In this case, by selecting suitable elastic materials, 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 embodiments of the present application, please refer to Figure 3 and Figure 4 , Figure 3 is another schematic view of a gear structure provided by the embodiments of the present application, Figure 4 is Figure 3 a cross-sectional view of the gear shown at A-A'. The first annular member 201 in the damping assembly 200 can be connected with the inner hub 100 in interference fit, and the second annular member 202 in the damping assembly 200 can be connected with the outer ring gear 300 in interference fit.

[0046] In this case, since the first annular member 201 in the damping assembly 200 is connected with the inner hub 100 in interference fit, and the second annular member 202 in the damping assembly 200 is also connected with the outer ring gear 300 in interference fit. The interference fit achieves a tight connection by making the size of the part slightly larger than its mating hole or shaft, 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 ring gear 300, effectively reducing the risk of loosening or disengaging due to factors such as vibration and impact load, significantly improving the mechanical stability of the entire gear 000 structure.

[0047] Specifically, during high-speed operation of the gear 000, this interference fit can ensure that the first annular member 201 and the inner hub 100, and the second annular member 202 and the outer ring gear 300, do not rotate or displace relative to each other, thereby ensuring the stability and reliability of the system.

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

[0049] Further, by adopting an interference fit connection between the first ring-shaped part 201 and the inner hub 100, and an interference fit connection between the second ring-shaped part 202 and the outer gear ring 300, the shock absorbing assembly 200 can be firmly installed between the inner hub 100 and the outer gear ring 300, so that the elastic part 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 and tear, thereby prolonging the service life of the entire transmission system.

[0050] Optionally, the assembly interference amount of the first ring-shaped part 201 in the shock absorbing assembly 200 and the inner hub 100 ranges from 1 mm to 2 mm; and the assembly interference amount of the second ring-shaped part 202 in the shock absorbing assembly 200 and the outer gear ring 300 ranges from 1 mm to 2 mm.

[0051] For example, the assembly interference amount of the first ring-shaped part 201 and the inner hub 100 can be 1.2 mm, 1.5 mm, or 1.8 mm, etc. Of course, the assembly interference amount of the first ring-shaped part 201 and the inner hub 100 can also be other values, as long as the assembly interference amount of the first ring-shaped part 201 and the inner hub 100 is within the range of 1 mm to 2 mm.

[0052] For example, the assembly interference amount of the second ring-shaped part 202 and the outer gear ring 300 can be 1.2 mm, 1.5 mm, or 1.8 mm, etc. Of course, the assembly interference amount of the second ring-shaped part 202 and the outer gear ring 300 can also be other values, as long as the assembly interference amount of the second ring-shaped part 202 and the outer gear ring 300 is within the range of 1 mm to 2 mm.

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

[0054] In the embodiments of the present application, the gear 000 can further include a first adhesive portion (not shown) and a second adhesive portion (not shown), the first adhesive portion being arranged between the elastic member 203 and the first ring 201, and the second adhesive portion being arranged between the elastic member 203 and the second ring 202.

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

[0056] In this way, due to the close combination of the elastic member 203 with the first ring 201 and the second ring 202, and the fixed connection of the first ring 201 with the inner hub 100 and the secure connection of the second ring 202 with the outer gear 300, when there is a transient speed difference caused by speed fluctuation or load change, the power is transmitted to the outer gear 300 through the transmission gear, then to the second ring 202 through the outer gear 300, and then to the elastic member 203. Under the action of vibration, the elastic member 203 elastically deforms, and under the action of this elastic deformation, the position of the outer gear 300 changes in response to the vibration, so that the engagement degree of the outer 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 ring 201 and the second ring 202, the entire shock absorption assembly 200 exhibits higher durability and reliability when facing long-term use and complex working conditions. This structure helps to maintain stable operation for a long time, and is particularly suitable for applications that require high reliability and durability, such as automotive transmission systems.

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

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

[0060] To further enhance the bonding performance between the elastic member 203 and the first ring member 201, and between the elastic member 203 and the second ring member 202, the embodiments of the present application propose a comprehensive treatment method. First, the surface of the first and second ring members 201 and 202 facing the elastic member 203 is roughened, for example by phosphating, sandblasting, etc., to increase the roughness of the surface and provide a better adhesion basis for subsequent bonding. This roughening treatment significantly enhances the bonding force of the bonding material. Next, after the roughening treatment is completed, a glue spraying treatment can be performed on the roughened surface of the first and second ring members 201 and 202, uniformly spraying a layer of suitable industrial adhesive, such as epoxy resin or UV curing glue. This step not only fills in the small unevenness of the surface, but also significantly improves the overall strength and durability of the bonding layer. Through this double optimization of surface roughening and glue spraying, the bonding strength between the elastic member 203 and the first and second ring members 201 and 202 is significantly improved, ensuring that the shock absorbing assembly 200 can still operate efficiently and stably under complex working conditions, thereby prolonging the service life of the entire gear 000 transmission system and improving its reliability and durability, providing strong support for achieving an efficient, quiet and durable gear 000 transmission system.

[0061] Optionally, the first and second ring members 201 and 202 in the shock absorbing assembly 200 can be made of metal materials.

[0062] Illustratively, the first and second ring members 201 and 202 in the shock absorbing assembly 200 can be made of stamped steel. These materials can be single metal materials or combinations of two or more different metal materials.

[0063] In this case, the metal material (such as stamped steel) has high mechanical strength and rigidity, so that the first and second ring members 201 and 202 can withstand greater loads and stresses, providing higher tensile, compressive and shear resistance than non-metal 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 good condition under long-term use and complex working conditions, which is particularly suitable for application scenarios that require long-term stable operation, such as automotive transmission systems, significantly improving the durability and reliability of the system.

[0064] The metal material also has good thermal stability and heat conduction performance, which helps to quickly dissipate the heat generated during the operation of the gear 000, reduces the deformation and stress concentration problems caused by temperature changes, improves the overall thermal stability of the system, and prolongs the service life.

[0065] It should be noted that if the first ring member 201 and the second ring member 202 are made of multiple metal materials, different materials with different properties can be selected and optimized according to specific needs, for example, a high-strength material can be selected for the main load-bearing part, and a material with good heat dissipation performance can be selected for heat dissipation, thereby achieving the best balance of multiple performance. This design not only enhances the overall performance of the damping assembly 200, but also provides strong support for achieving an efficient, quiet, and durable gear 000 transmission system.

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

[0067] In this case, the precise centering between the inner hub 100 and the transmission shaft is ensured, avoiding unbalanced forces and vibrations caused by eccentricity, thereby improving the smoothness and reliability of the entire transmission system. In addition, the mounting hole K on the inner hub 100 provides a clear positioning reference for the connection with the transmission shaft, simplifying the assembly process, reducing the difficulty of installation, and reducing the possibility of incorrect installation, improving 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 mounting hole K can be adjusted to adapt to different specifications of the transmission shaft or other types of mechanical connectors, thereby expanding the application range and compatibility of the design.

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

[0070] In summary, the embodiments of the present application provide a gear, which comprises an inner hub, a damping assembly and an outer ring. 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. Through this feature, the adaptability and stability of the system can be significantly improved when the gear is affected by the speed fluctuation of the power input end or the load change. Specifically, when there is a transient speed difference caused by speed fluctuation or load change, the damping assembly can adjust the position of the outer ring through its elastic deformation, ensuring that the engagement degree between the outer ring and the external structure (driving gear) remains constant. This adaptive adjustment effectively avoids the collision and abnormal contact between the outer ring and the external structure caused by different speeds, thereby reducing the impact load between the tooth surfaces. By absorbing and buffering these impact loads, the damping assembly not only significantly reduces the vibration of the gear and its surrounding structure, but also significantly reduces the noise during the operation of the automobile. In addition, this design also improves the smoothness and efficiency of the transmission process, and since the vibration and impact load are reduced, the wear between mechanical parts is less, thereby prolonging the service life of the entire transmission system.

[0071] The embodiments of the present application also provide an engine, which can comprise the gear described above.

[0072] The embodiments of the present application also provide a vehicle, which can be a hybrid car, a pure oil car or an extended-range electric car, etc. The vehicle can comprise a vehicle body and an engine installed in the vehicle body, wherein the engine is the engine described above.

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

[0074] Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. The application is intended to cover any variations, uses or adaptive changes of the present application following the general principles thereof and including those expressly disclosed in the specification and those which are not specifically disclosed in the specification but which are known to those skilled in the art. The specification and examples are to be considered exemplary only.

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

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

Claims

1. A gear wheel, characterized by The gear wheel comprises: an inner hub (100), a shock-absorbing assembly (200) and an outer ring gear (300); the shock-absorbing assembly (200) is located between the inner hub (100) and the outer ring gear (300) and is fixedly connected with the inner hub (100) and the outer ring gear (300); the central axes of the inner hub (100), the shock-absorbing assembly (200) and the outer ring gear (300) coincide; at least part of the shock-absorbing assembly (200) is made of elastic material, and the shock-absorbing assembly (200) is configured to be capable of elastic deformation during gear operation; the shock-absorbing assembly (200) comprises a first ring-shaped part (201) and a second ring-shaped part (202), and an elastic part (203) located between the first ring-shaped part (201) and the second ring-shaped part (202); the central axes of the first ring-shaped part (201), the elastic part (203) and the second ring-shaped part (202) coincide; the first ring-shaped part (201) is fixedly connected with the inner hub (100); and the second ring-shaped part (202) is fixedly connected with the outer ring gear (300); the elastic part (203) is made of elastic material and is capable of elastic deformation; the first ring-shaped part (201) is connected with the inner hub (100) in interference fit, and the second ring-shaped part (202) is connected with the outer ring gear (300) in interference fit.

2. The gear of claim 1, wherein The elastic material is one of the following materials: hydrogenated nitrile rubber, fluororubber, acrylate rubber and ethylene acrylate rubber.

3. The gear of claim 1, wherein The assembly interference amount of the first ring-shaped part (201) and the inner hub (100) ranges from 1 mm to 2 mm, and the assembly interference amount of the second ring-shaped part (202) and the outer ring gear (300) ranges from 1 mm to 2 mm.

4. The gear according to any one of claims 1 to 3, characterized in that The gear wheel further comprises a first bonding part and a second bonding part; the first bonding part is distributed between the elastic part (203) and the first ring-shaped part (201); and the second bonding part is distributed between the elastic part (203) and the second ring-shaped part (202).

5. The gear of claim 4, wherein, The first ring-shaped part (201) and the second ring-shaped part (202) are made of metal material.

6. The gear of claim 4, wherein, The inner hub (100) has a mounting hole (K) thereon; the central axis of the mounting hole (K) coincides with the central axis of the inner hub (100); and the mounting hole (K) is used for connecting with a transmission shaft.

7. An engine characterized by, The gear wheel is the gear wheel according to any one of claims 1 to 6.

8. A vehicle characterized by comprising: The gear wheel comprises: a vehicle body and an engine mounted in the vehicle body; the engine is the engine according to claim 7.

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