Small-scale car model and suspension shock-proof mechanism thereof

Abstract

The invention discloses a small-scale car model and a suspension shock-proof mechanism thereof, and relates to the technical field of car models. Comprising a frame chassis, the two sides of the front end of the frame chassis are each provided with a front wheel assembly through a front suspension assembly, the rear side of the frame chassis is connected with a rear wheel assembly through a rear suspension assembly, the two ends of the rear wheel assembly are each in transmission connection with an integrated rear axle, and a longitudinal transmission shaft is arranged in the middle of the frame chassis; one end of the longitudinal transmission shaft is in transmission connection with the input end of the rear wheel assembly, the other end of the longitudinal transmission shaft is connected with the output end of a driving device of the car model, a steering mechanism used for controlling steering of the front wheel assembly is arranged on the front side of the frame chassis, and the output ends of the two sides of the rear wheel assembly are connected to the integrated rear axle through rear half shafts. The front suspension assembly comprises a first front swing arm, a connecting arm and a second front swing arm, wherein the first front swing arm, the connecting arm and the second front swing arm are designed to rotate by 90 degrees in a U shape. The system is high in integration level on the basis of high reduction degree, and has good static and dynamic ornamental values.

Description

Technical Field

[0001] This invention relates to the field of car model technology, and in particular to a small-scale car model and its suspension and shock absorption mechanism. Background Technology

[0002] Model cars have long been favored by enthusiasts as tools for collection, display, and education. However, at extremely small scales (such as 1:64), traditional model cars often simplify or omit suspension and steering mechanisms, focusing only on aesthetic reproduction, resulting in a lack of realism when handling them dynamically. For example, common model cars use a fixed axle design, meaning the wheels cannot move independently, shock absorption is lacking, and the steering mechanism is simple, which limits the interactivity and educational value of model cars. Research shows that while some existing model cars attempt to incorporate suspension elements, these are mostly limited to large-scale models. At a 1:64 scale, space constraints make it difficult to achieve functional reproduction. These designs often suffer from structural complexity, high cost, or low reliability, failing to balance simulation and durability in such a small size.

[0003] Specifically, the main shortcomings of existing model car suspension mechanisms include: first, insufficient shock absorption, with wheels unable to independently respond to road undulations, reducing road grip; second, a crude steering mechanism, unable to achieve precise synchronous control; and third, a lack of internal details, such as simplified wheel bearings and brake components, affecting overall realism. These problems make model cars prone to poor stability and uneven rolling during handling, failing to meet the needs of high-end users.

[0004] Therefore, there is an urgent need for a realistic suspension and shock absorption mechanism designed specifically for small-scale model cars, which can integrate functional components in a limited space to achieve miniaturized reproduction of the real car's suspension. Summary of the Invention

[0005] The purpose of this invention is to address the shortcomings of existing technologies by proposing a small-scale car model and its suspension and shock absorption mechanism.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: A small-scale model car and its suspension and shock absorption mechanism include a chassis frame. Front wheel assemblies are mounted on both sides of the front end of the chassis frame via a set of front suspension assemblies. Rear wheel assemblies are connected to the rear side of the chassis frame via a rear suspension assembly. An integrated rear axle is driven to both ends of the rear wheel assemblies. A longitudinal drive shaft is provided in the middle of the chassis frame. One end of the longitudinal drive shaft is driven to the input end of the rear wheel assemblies, and the other end of the longitudinal drive shaft is connected to the output end of the model car's drive device. A steering mechanism for steering control of the front wheel assemblies is provided on the front side of the chassis frame. The output ends of the rear wheel assemblies on both sides are connected to the integrated rear axle via rear half-shafts.

[0007] Preferably, the front suspension assembly includes a front control arm 1, a connecting arm, and a front control arm 2 with a 90-degree rotating "U" shape. The front control arm 1 is located on top of the front control arm 2. One end of the front control arm 2 is rotatably connected to the bottom outer wall of the vehicle chassis. The other end of the front control arm 2 is rotatably connected to one end of the connecting arm. The other end of the connecting arm is rotatably connected to one end of the front control arm 1. The other end of the front control arm 1 is rotatably connected to a front shock absorber. The front shock absorber is fixed to the top outer wall of the vehicle chassis. A steering cup is rotatably connected to the side wall of the connecting arm. The steering cup is fixed to one side of the front wheel assembly.

[0008] Furthermore: the top outer wall of the second front swing arm is rotatably connected to a front insert rod, and the inner wall of the front shock absorber is provided with an insertion hole, and the front insert rod is movably inserted into the inner wall of the insertion hole.

[0009] Based on the aforementioned scheme: a limiting protrusion ring is fixed to the outer wall of the front insertion rod, a shock-absorbing spring is fastened to the top of the limiting protrusion ring, and the other end of the shock-absorbing spring is fastened to the bottom outer wall of the front shock absorber frame.

[0010] A preferred embodiment of the aforementioned scheme is as follows: the rear suspension assembly includes two symmetrically arranged bushings, a first rear control arm, a rear insert rod, a rear shock absorber, and a second rear control arm. The bushings are rotatably connected to the outer wall of the rear half-shaft. One end of the first rear control arm and one end of the rear insert rod are rotatably connected to the outer wall of the bushings. The other end of the first rear control arm is rotatably connected to the outer wall of the chassis frame. One end of the second rear control arm is rotatably connected to the chassis frame, and the other end of the second rear control arm is rotatably connected to the outer wall of the rear wheel assembly housing.

[0011] As a further aspect of the present invention: the same connecting rod is fixed to one side of opposite ends of the two bushings.

[0012] Meanwhile, the rear shock absorber is fixed to the side wall of the vehicle chassis. The inner wall of the rear shock absorber is provided with a second insertion hole. The rear insertion rod is movably inserted into the inner wall of the second insertion hole. The outer wall of the rear insertion rod is fixed with a second limiting protrusion ring. A second shock absorber spring is fastened to one side wall of the second limiting protrusion ring. The other end of the second shock absorber spring is fastened to the side wall of the rear shock absorber.

[0013] As a preferred embodiment of the present invention: the steering mechanism includes a tie rod, a bogie, an "L"-shaped frame one, an "L"-shaped frame two, and a longitudinal tie rod. The middle part of the "L"-shaped frame one is rotatably connected to the chassis frame. The bogie is fixed to one end of the "L"-shaped frame one. The longitudinal tie rod is rotatably connected to the other end of the "L"-shaped frame one, and the other end of the longitudinal tie rod is rotatably connected to one end of the "L"-shaped frame two. The middle part of the "L"-shaped frame two is rotatably connected to the chassis frame, and the other end of the "L"-shaped frame two is connected to a steering drive device. The two ends of the tie rod are respectively movably connected to the front wheel assembly and the bogie.

[0014] Meanwhile, the side wall of the front wheel assembly is provided with hook ring one, the end of the bogie is provided with a rear shock absorber, and both ends of the tie rod are fixed with hook heads that can be movably hooked to hook ring one and hook ring two.

[0015] A suspension and shock absorption mechanism for a small-scale model car, comprising a front suspension assembly and a rear suspension assembly for the small-scale model car.

[0016] The beneficial effects of this invention are as follows: 1. This invention, through the precise design of an independent front suspension assembly and an integrated rear axle assembly, perfectly replicates the working principle of a real car's suspension at a 1:64 scale. The front part adopts a split independent suspension for the left and right wheels, with each wheel connected to a steering cup and steering mechanism, allowing the left and right wheels to move independently. When the model car encounters uneven road surfaces, the springs can simulate the compression and rebound process of a real car, ensuring wheel contact with the ground. At the same time, the steering mechanism drives the steering cup to deflect synchronously through a tie rod, achieving precise steering angle control. In addition, users can observe the subtle movements of the suspension components when viewing the car statically. When playing with the car dynamically, the independent response of the wheels and the synchronous steering give the model car a vivid mechanical beauty. Compared with traditional fixed-axle models, this mechanism makes the model car no longer a "toy" but a miniature engineering work of art, satisfying the needs of high-end collectors for precision and accuracy.

[0017] 2. The dynamic performance optimization of this invention stems from the synergistic effect of the independent front axle suspension and the compound motion of the rear axle. The split design of the front axle allows the wheels to respond independently to road surface undulations: for example, when the left wheel passes over an obstacle, the left support leg compresses the shock absorber spring to absorb the impact, while the right wheel remains stable, avoiding the body roll caused by traditional integral axles. The rear axle assembly supports vertical telescopic shock absorption and horizontal lateral oscillation, automatically returning to center via spring drive, simulating the characteristics of a real vehicle's torsion beam. This design not only cushions landing impacts but also improves cornering stability—during cornering, the lateral oscillation of the rear axle makes the wheels more in contact with the ground, reducing the risk of rollover. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall isometric structure of a small-scale car model and its suspension and shock absorption mechanism proposed in this invention; Figure 2 This is a top view schematic diagram of the overall structure of a small-scale car model and its suspension and shock absorption mechanism proposed in this invention. Figure 3 This is a schematic diagram of the front suspension assembly structure of a small-scale car model and its suspension and shock absorption mechanism proposed in this invention. Figure 4 This is a schematic diagram of the shock-absorbing spring installation structure of a small-scale car model and its suspension shock absorption mechanism proposed in this invention. Figure 5This is a schematic diagram of the steering mechanism structure of a small-scale car model and its suspension and shock absorption mechanism proposed in this invention. Figure 6 This is a schematic diagram of the rear suspension assembly structure of a small-scale car model and its suspension shock absorption mechanism proposed in this invention. Figure 7 This is a structural schematic diagram of a small-scale car model and its suspension and shock absorption mechanism proposed in this invention.

[0019] In the diagram: 1. Chassis frame; 2. Chassis skid plate; 3. Steering mechanism; 4. Front suspension assembly; 5. Front wheel assembly; 6. Longitudinal drive shaft; 7. Integrated rear axle; 8. Rear wheel assembly; 9. Front strut; 10. Front shock absorber frame; 11. Front control arm one; 12. Connecting arm; 13. Steering cup; 14. Front control arm two; 15. Insertion hole one; 16. Shock absorber spring one; 17. Limiting convex ring one; 18. Hook and loop. 19. Hook head; 20. Cross tie rod; 21. Hook ring 2; 22. Bogie; 23. "L" shaped swivel frame 1; 24. "L" shaped swivel frame 2; 25. Longitudinal tie rod; 26. Rear half shaft; 27. Connecting rod; 28. Bushing; 29. ​​Rear swing arm 1; 30. Rear insert rod; 31. Rear shock absorber frame; 32. Insertion hole 2; 33. Limiting protrusion ring 2; 34. Shock absorber spring 2; 35. Rear swing arm 2. Detailed Implementation

[0020] The technical solution of the present invention will be further described in detail below with reference to specific embodiments.

[0021] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0022] Example 1: A small-scale car model, such as Figures 1-7 As shown, the vehicle includes a chassis 1. Front wheel assemblies 5 are mounted on both sides of the front end of the chassis 1 via a set of front suspension assemblies 4. Rear wheel assemblies 8 are connected to the rear side of the chassis 1 via a rear suspension assembly. An integrated rear axle 7 is driven to both ends of the rear wheel assembly 8. A longitudinal drive shaft 6 is provided in the middle of the chassis 1. One end of the longitudinal drive shaft 6 is driven to the input end of the rear wheel assembly 8, and the other end of the longitudinal drive shaft 6 is connected to the output end of the vehicle model's drive device. A steering mechanism 3 for steering control of the front wheel assembly 5 is provided on the front side of the chassis 1.

[0023] The output ends on both sides of the rear wheel assembly 8 are connected to the integrated rear axle 7 via the rear half-shaft 26.

[0024] The chassis 1 has a chassis guard plate 2 fixed to the bottom front side by bolts.

[0025] In this embodiment, the two front wheel assemblies 5 achieve shock absorption through two independent sets of front suspension assemblies 4, thus ensuring the shock absorption function without affecting each other. While achieving shock absorption, the two front wheel assemblies 5 can be driven and steered by the steering mechanism 3, thereby achieving the steering function. The two integrated rear axles 7 are connected by the rear wheel assembly 8, and the two rear wheel assemblies 8 are connected by the rear suspension assembly, thus achieving four-wheel shock absorption for the entire wheel. At the same time, the power of the drive device can be transmitted to the rear wheel assembly 8 through the longitudinal drive shaft 6, and then the rear wheel assembly 8 distributes the power to the two integrated rear axles 7 to achieve drive.

[0026] Example 2: A suspension and shock absorption mechanism for a small-scale model car, such as Figures 1-7 As shown, it includes a front suspension assembly 4 and a rear suspension assembly.

[0027] The front suspension assembly 4 includes a front control arm 11, a connecting arm 12, and a front control arm 2 14, all designed in a 90-degree rotating "U" shape. The front control arm 11 is located on top of the front control arm 2 14. One end of the front control arm 2 14 is rotatably connected to the bottom outer wall of the chassis 1. The other end of the front control arm 2 14 is rotatably connected to one end of the connecting arm 12. The other end of the connecting arm 12 is rotatably connected to one end of the front control arm 11. The other end of the front control arm 11 is rotatably connected to a front shock absorber 10, which is fixed to the top outer wall of the chassis 1. A steering cup 13 is rotatably connected to the side wall of the connecting arm 12, and the steering cup 13 is fixed to one side of the front wheel assembly 5.

[0028] The top outer wall of the second front swing arm 14 is rotatably connected to a front insert rod 9, and the inner wall of the front shock absorber 10 is provided with an insertion hole 15, and the front insert rod 9 is movably inserted into the inner wall of the insertion hole 15.

[0029] Furthermore, a limiting protrusion ring 17 is fixed to the outer wall of the front insertion rod 9, and a shock-absorbing spring 16 is fastened to the top of the limiting protrusion ring 17. The other end of the shock-absorbing spring 16 is fastened to the bottom outer wall of the front shock absorber frame 10.

[0030] When uneven road surfaces or other situations require shock absorption, the front control arm 11, connecting arm 12, front control arm 2 14, and chassis 1 form a parallelogram-shaped four-link shock absorber, which ensures that the front wheel assembly 5 has the freedom to move up and down. When the front wheel assembly 5 moves up and down, the front control arm 2 14 rotates, thereby driving the front insert rod 9 to move, and then the shock absorber spring 16 is used to buffer the vibration. At the same time, when the front wheel assembly 5 moves up and down, it will not tilt due to the parallelogram structure, thus ensuring grip.

[0031] The rear suspension assembly includes two symmetrically arranged bushings 28, a first rear control arm 29, a rear insert rod 30, a rear shock absorber 31, and a second rear control arm 35. The bushings 28 are rotatably connected to the outer wall of the rear half-shaft 26. One end of the first rear control arm 29 and one end of the rear insert rod 30 are rotatably connected to the outer wall of the bushings 28. The other end of the first rear control arm 29 is rotatably connected to the outer wall of the chassis 1. One end of the second rear control arm 35 is rotatably connected to the chassis 1, and the other end of the second rear control arm 35 is rotatably connected to the outer wall of the housing of the rear wheel assembly 8.

[0032] Two bushings 28 are fixed with the same connecting rod 27 on opposite sides of one end.

[0033] The rear shock absorber 31 is fixed to the side wall of the chassis 1. The inner wall of the rear shock absorber 31 is provided with a second insertion hole 32. The rear insertion rod 30 is movably inserted into the inner wall of the second insertion hole 32. The outer wall of the rear insertion rod 30 is fixed with a second limiting protrusion ring 33. A second shock absorber spring 34 is fastened to one side wall of the second limiting protrusion ring 33. The other end of the second shock absorber spring 34 is fastened to the side wall of the rear shock absorber 31.

[0034] Through the connection of rear swing arm 1 29 and rear swing arm 2 35, and the cooperation of bushing 28, the two integrated rear axles 7 and the entire rear wheel assembly 8 can have the freedom of vertical buffering. At the same time, during vertical buffering, they can also make horizontal displacement. Furthermore, their vertical buffering and horizontal displacement can be restored under the elastic force of the limiting convex ring 34.

[0035] The steering mechanism 3 includes a tie rod 20, a bogie 22, an "L"-shaped turntable 23, an "L"-shaped turntable 24, and a longitudinal tie rod 25. The middle part of the "L"-shaped turntable 23 is rotatably connected to the chassis 1. The bogie 22 is fixed to one end of the "L"-shaped turntable 23. The longitudinal tie rod 25 is rotatably connected to the other end of the "L"-shaped turntable 23, and the other end of the longitudinal tie rod 25 is rotatably connected to one end of the "L"-shaped turntable 24. The middle part of the "L"-shaped turntable 24 is rotatably connected to the chassis 1, and the other end of the "L"-shaped turntable 24 is connected to a steering drive device. The two ends of the tie rod 20 are movably connected to the front wheel assembly 5 and the bogie 22, respectively.

[0036] The front wheel assembly 5 is provided with a hook ring 18 on its side wall, and the end of the bogie 22 is provided with a rear shock absorber 31. Both ends of the tie rod 20 are fixed with hook heads 19 that can be movably hooked to hook ring 18 and hook ring 21.

[0037] In this embodiment, the specific type of steering drive device is not limited. It can be a manually controlled lever or steering wheel, a telescopic device with telescopic drive function, or a motor with rotary drive function. Preferably, the drive device in this embodiment has two steering drive forms: manual drive and electric drive. They are manual drive of lever or steering wheel type and electric drive of telescopic device or motor type, respectively.

[0038] When the steering drive device drives the L-shaped frame 24 to rotate, it will pull or push the longitudinal tie rod 25 to move, thereby causing the L-shaped frame 23 to rotate. When the L-shaped frame 23 rotates, it will pull the lateral tie rod 20 on one side and push the lateral tie rod 20 on the other side, thereby realizing the synchronous steering function of the two front wheel assemblies 5.

[0039] In this embodiment, when uneven road surfaces or other situations requiring shock absorption occur, the front swing arm 11, connecting arm 12, front swing arm 2 14, and chassis 1 form a parallelogram-shaped four-link shock absorber, ensuring the front wheel assembly 5 has the freedom to move up and down. When the front wheel assembly 5 moves up and down, the front swing arm 2 14 rotates, thereby moving the front insert rod 9. The shock absorber spring 16 then buffers the vibration. Simultaneously, due to its parallelogram structure, the front wheel assembly 5 does not tilt during up and down movement, ensuring grip. Furthermore, when the steering drive device drives the "L"-shaped rotating frame 2... 4. When rotating, it will pull or push the longitudinal tie rod 25 to move, thereby causing the "L"-shaped swivel frame 23 to rotate. When the "L"-shaped swivel frame 23 rotates, it will pull the horizontal tie rod 20 on one side and push the horizontal tie rod 20 on the other side, thereby realizing the synchronous steering function of the two front wheel assemblies 5. At the same time, through the connection of the rear swing arm 29 and the rear swing arm 35, and the cooperation of the bushing 28, the two integrated rear axles 7 and the entire rear wheel assembly 8 can have the freedom of vertical buffering. At the same time, during vertical buffering, it can also perform horizontal displacement. Meanwhile, its vertical buffering and horizontal displacement can be restored under the elastic force of the limiting convex ring 34.

[0040] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A small-scale car model, comprising a chassis frame (1), characterized in that, The front wheel assembly (5) is mounted on both sides of the front end of the chassis (1) via a set of front suspension assemblies (4). The rear wheel assembly (8) is connected to the rear side of the chassis (1) via a rear suspension assembly. An integrated rear axle (7) is driven to both ends of the rear wheel assembly (8). A longitudinal drive shaft (6) is provided in the middle of the chassis (1). One end of the longitudinal drive shaft (6) is driven to the input end of the rear wheel assembly (8). The other end of the longitudinal drive shaft (6) is connected to the output end of the driving device of the model car. A steering mechanism (3) for steering control of the front wheel assembly (5) is provided on the front side of the chassis (1). The output ends of both sides of the rear wheel assembly (8) are connected to the integrated rear axle (7) via a rear half shaft (26).

2. A small-scale car model according to claim 1, characterized in that, The front suspension assembly (4) includes a front control arm one (11), a connecting arm (12), and a front control arm two (14) with a 90-degree rotating "U" shape. The front control arm one (11) is located on top of the front control arm two (14). One end of the front control arm two (14) is rotatably connected to the bottom outer wall of the chassis (1). The other end of the front control arm two (14) is rotatably connected to one end of the connecting arm (12). The other end of the connecting arm (12) is rotatably connected to one end of the front control arm one (11). The other end of the front control arm one (11) is rotatably connected to the front shock absorber (10). The front shock absorber (10) is fixed to the top outer wall of the chassis (1). The side wall of the connecting arm (12) is rotatably connected to the steering cup (13). The steering cup (13) is fixed to one side of the front wheel assembly (5).

3. A small-scale car model according to claim 2, characterized in that, The top outer wall of the second front swing arm (14) is rotatably connected to a front insert rod (9), and the inner wall of the front shock absorber (10) is provided with an insertion hole (15), and the front insert rod (9) is movably inserted into the inner wall of the insertion hole (15).

4. A small-scale car model according to claim 3, characterized in that, The outer wall of the front insert rod (9) is fixed with a limiting protrusion ring (17), and a shock-absorbing spring (16) is fastened to the top of the limiting protrusion ring (17). The other end of the shock-absorbing spring (16) is fastened to the bottom outer wall of the front shock absorber frame (10).

5. A small-scale car model according to claim 1, characterized in that, The rear suspension assembly includes two sets of symmetrically arranged bushings (28), a first rear swing arm (29), a rear insert rod (30), a rear shock absorber (31), and a second rear swing arm (35). The bushing (28) is rotatably connected to the outer wall of the rear half-shaft (26). One end of the first rear swing arm (29) and one end of the rear insert rod (30) are rotatably connected to the outer wall of the bushing (28). The other end of the first rear swing arm (29) is rotatably connected to the outer wall of the chassis (1). One end of the second rear swing arm (35) is rotatably connected to the chassis (1), and the other end of the second rear swing arm (35) is rotatably connected to the outer wall of the housing of the rear wheel assembly (8).

6. A small-scale car model according to claim 5, characterized in that, The same connecting rod (27) is fixed to one side of each of the two bushings (28).

7. A small-scale car model according to claim 5, characterized in that, The rear shock absorber (31) is fixed to the side wall of the chassis (1). The inner wall of the rear shock absorber (31) is provided with a second insertion hole (32). The rear insertion rod (30) is movably inserted into the inner wall of the second insertion hole (32). The outer wall of the rear insertion rod (30) is fixed with a second limiting protrusion ring (33). A second shock absorber spring (34) is fastened to one side wall of the second limiting protrusion ring (33). The other end of the second shock absorber spring (34) is fastened to the side wall of the rear shock absorber (31).

8. A small-scale car model according to claim 1, characterized in that, The steering mechanism (3) includes a tie rod (20), a bogie (22), an "L"-shaped turntable one (23), an "L"-shaped turntable two (24), and a longitudinal tie rod (25). The middle part of the "L"-shaped turntable one (23) is rotatably connected to the chassis (1). The bogie (22) is fixed to one end of the "L"-shaped turntable one (23). The longitudinal tie rod (25) is rotatably connected to the other end of the "L"-shaped turntable one (23). The other end of the longitudinal tie rod (25) is rotatably connected to one end of the "L"-shaped turntable two (24). The middle part of the "L"-shaped turntable two (24) is rotatably connected to the chassis (1). The other end of the "L"-shaped turntable two (24) is connected to a steering drive device. The two ends of the tie rod (20) are movably connected to the front wheel assembly (5) and the bogie (22), respectively.

9. A small-scale car model according to claim 8, characterized in that, The front wheel assembly (5) is provided with a hook ring one (18) on its side wall, and the end of the bogie (22) is provided with a rear shock absorber frame (31). Both ends of the tie rod (20) are fixed with hook heads (19) that can be movably hooked to hook ring one (18) and hook ring two (21).

10. A suspension and shock absorption mechanism for a small-scale model car, characterized in that, It includes the front suspension assembly (4) and the rear suspension assembly of the small-scale model car as described in any one of claims 1-9.

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