Chassis of remote control car

Abstract

The utility model relates to a chassis of a remote control car. Comprising a supporting frame, a steering assembly and a driving assembly, the steering assembly comprises a first shock absorption component, a transverse rod, a rotating rod and a steering rod, the transverse rod is connected to the front end of the supporting frame through the first shock absorption component, and the steering rod is connected with the transverse rod through the rotating rod; the driving assembly comprises a second shock-proof component, a wheel driving component, a motor and a transmission shaft, the wheel driving component is connected to the rear end of the supporting frame through the second shock-proof component, the motor is arranged on the supporting frame, and the output end of the motor is connected with the wheel driving component through the transmission shaft. The first spring is additionally arranged at the front end of the chassis and used for basic shock absorption and load bearing, the second spring and the supporting rod are additionally arranged at the rear end of the chassis and used for reinforced load bearing of a heavier part of the tail, and therefore the chassis can bear heavier weight and avoid accelerated damage.

Description

Technical Field

[0001] The utility model belongs to the technical field of remote control vehicle structures, and particularly relates to a chassis of a remote control vehicle. Background Art

[0002] At the present stage, the types of toys are becoming more and more diverse, and various toys are constantly being developed and designed. Among them, remote control vehicles are one of the types of toys suitable for children of all ages. Remote control vehicles are widely popular because of their diverse playing methods and are suitable for little boys who like vehicles. Currently, the types of remote control vehicles are not only cars and off-road vehicles. In order to enrich the playability of remote control vehicles, engineering vehicles such as small trucks, large trucks, excavators, and trailers have been developed for children to play with. Then, for such remote control vehicles, it is more necessary to ensure that children can load sand, load stones and remotely transport them. The play points of such remote control vehicles are no longer the pursuit of speed like cars and off-road vehicles, but have changed to the play effects of engineering vehicles such as excavation, transportation, and stacking. Then, since such remote control vehicles need to bear weight, in order to avoid damage to the remote control vehicle caused by long-term play, it is no longer possible to use the chassis of ordinary remote control vehicles that have no load-bearing capacity, and the chassis must be improved. Content of the Utility Model

[0003] To solve the above technical problems, the utility model provides a chassis of a remote control vehicle. By adding a first spring at the front end of the chassis for basic shock absorption and load bearing, and adding a second spring and a support rod at the rear end of the chassis for strengthening the load bearing of the heavier rear part, it is thus realized that the chassis can bear a heavier weight and avoid accelerated damage.

[0004] To achieve the above object, the technical solution adopted by the utility model is:

[0005] A chassis of a remote control vehicle, comprising a support frame, a steering assembly and a drive assembly. The steering assembly includes a first shock-absorbing member, a transverse rod, a rotating rod and a steering rod. The transverse rod is connected to the front end of the support frame through the first shock-absorbing member, and the steering rod is connected to the transverse rod through the rotating rod; the drive assembly includes a second shock-absorbing member, a drive wheel member, a motor and a transmission shaft. The drive wheel assembly is connected to the rear end of the support frame through the second shock-absorbing member. The motor is arranged on the support frame, and the output end of the motor is connected to the drive wheel member through the transmission shaft.

[0006] The first shock-absorbing member and the rotating rod include two groups. The two groups of the first shock-absorbing members and the rotating rod are respectively located at the left and right ends of the support frame. The horizontal rod and the steering rod are horizontally arranged at the lower end of the support frame. The left and right ends of the horizontal rod are respectively connected to the support frame through two groups of the first shock-absorbing members. The left and right ends of the steering rod are respectively rotatably connected to the horizontal rod through two groups of the rotating rods. The first shock-absorbing member includes a first shock absorber, a buckle and a first spring. The upper end of the first shock absorber is connected to the support frame. The output end of the first shock absorber is connected to the horizontal rod. The left and right ends of the first spring are respectively rotatably connected to the support frame. The middle part of the first spring bends downward and is connected to the horizontal rod through the buckle.

[0007] The second shock-absorbing member includes two groups. The two groups of the second shock-absorbing members are respectively located at the left and right ends of the support frame. The driving wheel member includes a front-wheel transfer box, a front-wheel drive shaft, a drive shaft, a rear-wheel transfer box and a rear-wheel drive shaft. The front and rear ends of the front-wheel transfer box are respectively provided with a first input head and an output head. The front-wheel drive shaft is horizontally arranged in the front-wheel transfer box and is respectively meshed and connected to the first input head and the output head. The front end of the rear-wheel transfer box is provided with a second input head. The rear-wheel drive shaft is horizontally arranged in the rear-wheel transfer box and is meshed and connected to the second input head. The front-wheel drive shaft and the rear-wheel drive shaft are parallel to each other and their left and right ends are respectively connected to the support frame through two groups of the second shock-absorbing members. The output end of the motor is connected to the first input head through a transmission shaft. The output head is connected to the second input head through a drive shaft. The second shock-absorbing member includes a second shock absorber, a third shock absorber, a fastening plate and a second spring. The second shock absorber and the third shock absorber are respectively rotatably connected to the front-wheel transfer box and the rear-wheel transfer box. The fastening plate is connected to the side wall of the support frame. The left and right ends of the second spring are respectively rotatably connected to the front-wheel transfer box and the rear-wheel transfer box. The middle part of the second spring bends upward and is connected to the fastening plate. The second shock-absorbing member further includes a first support rod and a second support rod. One end of the first support rod is rotatably connected to the bottom of the front-wheel transfer box, and the other end is rotatably connected to the fastening plate. One end of the second support rod is rotatably connected to the bottom of the rear-wheel transfer box, and the other end is rotatably connected to the fastening plate.

[0008] For the chassis of the remote control car adopting this structure, the support frame is a square structure, which is used to provide the necessary support structure for the chassis. The front end of the support frame is provided with a steering assembly, and the rear end of the support frame is provided with a driving assembly. The function of the steering assembly is to install the front wheels of the remote control car and change the traveling direction of the remote control car by controlling the steering of the front wheels. The function of the driving assembly is to install the rear wheels of the remote control car and provide the forward driving force of the remote control car through the drive of the motor. The above control of the steering of the remote control car and the driving of the remote control car forward are relatively common well-known technologies at present, and will not be elaborated here.

[0009] In order to achieve the weight bearing of the chassis, corresponding support structures need to be provided at the front end and the rear end of the support frame respectively. Therefore, at the front wheel position at the front end of the support frame, a transverse rod is horizontally arranged at the lower end of the support frame. The left and right ends of the transverse rod are respectively connected to the support frame through two groups of first shock-absorbing members. The two ends of the steering rod parallel to the transverse rod are respectively rotatably connected to the transverse rod through two groups of rotating rods. An installation seat for installing the front wheels is provided on the rotating rods. When the steering rod is driven to move left and right, the two groups of rotating rods can be driven to rotate, so as to realize the steering function of the front wheels. The function of the two groups of first shock-absorbing members is to bear the weight borne by the front wheels. In order to achieve the weight bearing, a first spring is provided. The left and right ends of the first spring are respectively rotatably connected to the support frame. The middle part of the first spring bends downward and is connected to the transverse rod through a buckle. Therefore, when the front wheels bear weight, the weight will be distributed to the first spring, realizing the weight bearing of the transverse rod. However, there is a problem with this structure, that is, when the transverse rod is pushed upward by force, the middle part of the first spring may be deformed and damaged due to stress concentration during deformation. To avoid this situation, a shock absorber is provided on the support frame. The output end of the shock absorber is connected to the transverse rod. Therefore, when the transverse rod is stressed and moves upward, the moving distance will be shortened due to the existence of the shock absorber, avoiding the damage caused by the stress deformation of the first spring due to the excessive moving distance.

[0010] In order to support the rear wheels of the support frame, since the rear wheel position is the main load-bearing area and the rear wheels also need to provide the driving force for forward movement, the load-bearing structure at the rear wheel position cannot be the same as that at the front wheel position. First, the driving structure needs to be solved. Two sets of rear wheel groups are required at the rear wheel position to provide better driving and load bearing. Therefore, a front wheel transfer box and a rear wheel transfer box are provided, and a front wheel drive shaft and a rear wheel drive shaft are horizontally arranged therein. When the motor on the support frame drives the transmission shaft to drive the first input head on the front wheel transfer box, the first input head drives the front wheel drive shaft to rotate, thereby driving the rear wheels at the left and right ends of the front wheel drive shaft to rotate. The output head behind the front wheel transfer box drives the second input head on the rear wheel transfer box through the drive shaft, and the second input head drives the rear wheel drive shaft to rotate, thereby driving the rear wheels at the left and right ends of the rear wheel drive shaft to rotate, so as to realize the drive. This part is a relatively conventional prior art, and the transmission method therein will not be elaborated here.

[0011] Then, in order to achieve the load-bearing at the rear end of the support frame, the second spring is connected to the support frame through a fastening plate. The left and right ends of the second spring are respectively rotatably connected to the front-wheel transfer box and the rear-wheel transfer box. The middle of the second spring is in an upwardly curved state. At the same time, a second shock absorber and a third shock absorber are provided on the support frame. The second shock absorber is rotatably connected to the front-wheel transfer box, and the third shock absorber is rotatably connected to the rear-wheel transfer box. Therefore, during the process of the rear end of the support frame bearing the load, the front-wheel transfer box and the rear-wheel transfer box respectively compress their second shock absorber, third shock absorber and second spring. The multi-directional load-bearing can increase the load-bearing capacity of the rear end of the support frame. In order to prevent the front-wheel transfer box and the rear-wheel transfer box from generating position offsets when compressing upward, a first support rod and a second support rod are added. The bottom of the front-wheel transfer box is connected to the fastening plate through the first support rod, and the bottom of the rear-wheel transfer box is connected to the fastening plate through the second support rod. Therefore, when the front-wheel transfer box and the rear-wheel transfer box compress upward, the first support rod and the second support rod rotate simultaneously with the fastening plate as the rotation center, preventing the front-wheel transfer box and the rear-wheel transfer box from generating offsets.

[0012] Further, the driving assembly further includes a transmission pulley group. The output end of the motor is connected to the transmission shaft through the transmission pulley group. The transmission pulley group includes a front fixing plate, a linkage shaft and a rear fixing plate. The front fixing plate and the rear fixing plate are connected to the support frame and are parallel to each other. The front and rear ends of the linkage shaft are respectively rotatably connected to the front fixing plate and the rear fixing plate. The motor is connected to the front fixing plate. The output end of the motor penetrates the front fixing plate and is meshed and connected to the linkage shaft. One end of the linkage shaft is connected to the transmission shaft.

[0013] Compared with the prior art, the advantages of the present utility model are as follows: Through the deformation ability in the middle of the first spring and the deformation distance of the first shock absorber, sufficient supporting force and steering ability are provided for the front end of the support frame, while the rear end of the support frame provides a structure with stronger bearing capacity through the interconnection of the second spring, the second shock absorber and the third shock absorber. At the same time, in order to prevent the front-wheel transfer box and the rear-wheel transfer box from generating position offsets when compressing upward, a first support rod and a second support rod are added. When the front-wheel transfer box and the rear-wheel transfer box compress upward, the first support rod and the second support rod rotate simultaneously with the fastening plate as the rotation center, preventing the front-wheel transfer box and the rear-wheel transfer box from generating offsets. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0015] Figure 1 Is a perspective view of the present utility model;

[0016] Figure 2 Is a front perspective view of the present utility model;

[0017] Figure 3 Is of the present utility model Figure 2 Partial enlarged view at position A;

[0018] Figure 4 Is of the present utility model Figure 2 Partial enlarged view at position B;

[0019] Figure 5 Is a bottom perspective view of the present utility model.

[0020] Wherein: 1. Support frame; 2. Steering assembly; 21. First shock-absorbing member; 211. First shock absorber; 212. Pressing buckle; 213. First spring; 22. Horizontal rod; 23. Rotating rod; 24. Steering rod; 3. Driving assembly; 31. Second shock-absorbing member; 311. Second shock absorber; 312. Third shock absorber; 313. Fastening plate; 314. Second spring; 315. First support rod; 316. Second support rod; 32. Driving wheel member; 321. Front wheel transfer box; 322. Front wheel drive shaft; 323. Drive shaft; 324. Rear wheel transfer box; 325. Rear wheel drive shaft; 326. First input head; 327. Output head; 328. Second input head; 33. Motor; 34. Transmission shaft; 35. Transmission wheel set; 351. Front fixing plate; 352. Linkage shaft; 353. Rear fixing plate. Detailed implementation manners

[0021] To make the objectives, technical solutions and advantages of the present utility model clearer, the technical solutions of the present utility model will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the scope protected by the present utility model.

[0022] The following will describe the detailed implementation manners of the present utility model in conjunction with the drawings:

[0023] As Figures 1-5As shown in the figure, a chassis of a remote control car includes a support frame 1, a steering assembly 2, and a drive assembly 3. The steering assembly 2 includes a first shock absorber member 21, a horizontal rod 22, a rotating rod 23, and a steering rod 24. The horizontal rod 22 is connected to the front end of the support frame 1 through the first shock absorber member 21, and the steering rod 24 is connected to the horizontal rod 22 through the rotating rod 23. The drive assembly 3 includes a second shock absorber member 31, a drive wheel member 32, a motor 33, and a transmission shaft 34. The drive wheel assembly is connected to the rear end of the support frame 1 through the second shock absorber member 31. The motor 33 is disposed on the support frame 1, and the output end of the motor 33 is connected to the drive wheel member 32 through the transmission shaft 34.

[0024] There are two sets of the first shock absorber member 21 and the rotating rod 23. The two sets of the first shock absorber member 21 and the rotating rod 23 are respectively located at the left and right ends of the support frame 1. The horizontal rod 22 and the steering rod 24 are horizontally disposed at the lower end of the support frame 1. The left and right ends of the horizontal rod 22 are respectively connected to the support frame 1 through two sets of the first shock absorber member 21, and the left and right ends of the steering rod 24 are respectively rotatably connected to the horizontal rod 22 through two sets of the rotating rod 23. The first shock absorber member 21 includes a first shock absorber 211, a buckle 212, and a first spring 213. The upper end of the first shock absorber 211 is connected to the support frame 1, the output end of the first shock absorber 211 is connected to the horizontal rod 22, the left and right ends of the first spring 213 are respectively rotatably connected to the support frame 1, and the middle part of the first spring 213 bends downward and is connected to the horizontal rod 22 through the buckle 212.

[0025] The second shock-absorbing member 31 includes two groups, and the two groups of the second shock-absorbing members 31 are respectively located at the left and right ends of the support frame 1; the driving wheel member 32 includes a front-wheel transfer box 321, a front-wheel drive shaft 322, a drive shaft 323, a rear-wheel transfer box 324 and a rear-wheel drive shaft 325. The front and rear ends of the front-wheel transfer box 321 are respectively provided with a first input head 326 and an output head 327. The front-wheel drive shaft 322 is horizontally arranged in the front-wheel transfer box 321 and is respectively meshed and connected with the first input head 326 and the output head 327. The front end of the rear-wheel transfer box 324 is provided with a second input head 328. The rear-wheel drive shaft 325 is horizontally arranged in the rear-wheel transfer box 324 and is meshed and connected with the second input head 328. The front-wheel drive shaft 322 and the rear-wheel drive shaft 325 are parallel to each other, and their left and right ends are respectively connected with the support frame 1 through two groups of the second shock-absorbing members 31. The output end of the motor 33 is connected with the first input head 326 through a transmission shaft 34, and the output head 327 is connected with the second input head 328 through the drive shaft 323; the second shock-absorbing member 31 includes a second shock absorber 311, a third shock absorber 312, a fastening plate 313 and a second spring 314. The second shock absorber 311 and the third shock absorber 312 are respectively rotatably connected to the front-wheel transfer box 321 and the rear-wheel transfer box 324. The fastening plate 313 is connected to the side wall of the support frame 1. The left and right ends of the second spring 314 are respectively rotatably connected to the front-wheel transfer box 321 and the rear-wheel transfer box 324. The middle part of the second spring 314 is bent upward and connected to the fastening plate 313; the second shock-absorbing member 31 further includes a first support rod 315 and a second support rod 316. One end of the first support rod 315 is rotatably connected to the bottom of the front-wheel transfer box 321, and the other end is rotatably connected to the fastening plate 313; one end of the second support rod 316 is rotatably connected to the bottom of the rear-wheel transfer box 324, and the other end is rotatably connected to the fastening plate 313.

[0026] Further, the driving assembly 3 further includes a transmission pulley group 35. The output end of the motor 33 is connected with the transmission shaft 34 through the transmission pulley group 35. The transmission pulley group 35 includes a front fixing plate 351, a linkage shaft 352 and a rear fixing plate 353. The front fixing plate 351 and the rear fixing plate 353 are connected to the support frame 1 and are parallel to each other. The front and rear ends of the linkage shaft 352 are respectively rotatably connected to the front fixing plate 351 and the rear fixing plate 353. The motor 33 is connected to the front fixing plate 351. The output end of the motor 33 penetrates through the front fixing plate 351 and is meshed and connected with the linkage shaft 352. One end of the linkage shaft 352 is connected with the transmission shaft 34.

[0027] The working mode of the present utility model is described as follows:

[0028] The chassis of a remote control car adopting this structure, the support frame 1 is a square structure, and its function is to provide the necessary support structure for the chassis. The front end of the support frame 1 is provided with a steering assembly 2, and the rear end of the support frame 1 is provided with a driving assembly 3. The function of the steering assembly 2 is to install the front wheels of the remote control car and change the traveling direction of the remote control car by controlling the steering of the front wheels. The function of the driving assembly 3 is to install the rear wheels of the remote control car and provide the forward driving force of the remote control car through the drive of the motor 33. The above control of the steering of the remote control car and driving the remote control car forward is a relatively common well-known technology at present, and will not be elaborated here too much.

[0029] In order to achieve the weight bearing of the chassis, corresponding support structures need to be provided at the front end and the rear end of the support frame 1 respectively to achieve this. Therefore, at the front wheel position at the front end of the support frame 1, the transverse rod 22 is horizontally placed at the lower end of the support frame 1. The left and right ends of the transverse rod 22 are respectively connected to the support frame 1 through two groups of first shock-absorbing members 21. The two ends of the steering rod 24 parallel to the transverse rod 22 are respectively rotatably connected to the transverse rod 22 through two groups of rotating rods 23. The rotating rods 23 are provided with mounting seats for installing the front wheels. When the steering rod 24 is driven to move left and right, the two groups of rotating rods 23 can be driven to rotate in position, thereby realizing the steering function of the front wheels. The function of the two groups of first shock-absorbing members 21 is to bear the weight borne by the front wheels. In order to achieve the weight bearing, a first spring 213 is provided. The left and right ends of the first spring 213 are respectively rotatably connected to the support frame 1. The middle part of the first spring 213 bends downward and is connected to the transverse rod 22 through a buckle 212. Therefore, when the front wheels bear the weight, the weight will be distributed to the first spring 213 to achieve the weight bearing of the transverse rod 22. However, there is a problem with this structure, that is, when the transverse rod 22 is pushed upward by force, the middle part of the first spring 213 may be deformed and damaged due to stress concentration during deformation. In order to avoid this situation, a shock absorber is provided on the support frame 1. The output end of the shock absorber is connected to the transverse rod 22. Therefore, when the transverse rod 22 is stressed and moves upward, the moving distance will be shortened due to the presence of the shock absorber, avoiding the damage caused by the stress deformation of the first spring 213 due to too long a moving distance.

[0030] To achieve the support of the rear wheels of the support frame 1, since the rear wheel position is the main load-bearing area and the rear wheels also need to provide the driving force for forward movement, the load-bearing structure connected to the rear wheel position cannot be the same as that of the front wheel position. First, the driving structure needs to be solved. Two sets of rear wheel groups are required at the rear wheel position to provide better driving and load-bearing capabilities. Therefore, a front wheel transfer box 321 and a rear wheel transfer box 324 are provided, and a front wheel drive shaft 322 and a rear wheel drive shaft 325 are horizontally arranged therein. When the motor 33 on the support frame 1 drives the transmission shaft 34 to drive the first input head 326 on the front wheel transfer box 321, the first input head 326 drives the front wheel drive shaft 322 to rotate, thereby driving the rear wheels at both left and right ends of the front wheel drive shaft 322 to rotate. The output head 327 behind the front wheel transfer box 321 then drives the second input head 328 on the rear wheel transfer box 324 through the drive shaft 323, and the second input head 328 drives the rear wheel drive shaft 325 to rotate, thereby driving the rear wheels at both left and right ends of the rear wheel drive shaft 325 to rotate, thus achieving driving. This part is a relatively conventional prior art, and the transmission method therein will not be elaborated here. To achieve a better transmission effect between the motor 33 and the transmission shaft 34, a transmission wheel set 35 is added between them. The front fixing plate 351 of the transmission wheel set 35 is used for installing the motor 33 on the one hand and providing an installation position for the linkage shaft 352 together with the rear fixing plate 353 on the other hand. During the driving process of the motor 33, the linkage shaft 352 is driven to rotate, thereby driving the transmission shaft 34 connected thereto to rotate.

[0031] Then, in order to achieve the load-bearing at the rear end of the support frame 1, the second spring 314 is connected to the support frame 1 through the fastening plate 313. The left and right ends of the second spring 314 are respectively rotatably connected to the front-wheel transfer box 321 and the rear-wheel transfer box 324. The middle of the second spring 314 is bent upward. At the same time, a second shock absorber 311 and a third shock absorber 312 are provided on the support frame 1. The second shock absorber 311 is rotatably connected to the front-wheel transfer box 321, and the third shock absorber 312 is rotatably connected to the rear-wheel transfer box 324. Therefore, during the process of the rear end of the support frame 1 bearing the load, the front-wheel transfer box 321 and the rear-wheel transfer box 324 respectively compress the second shock absorber, the third shock absorber 312 and the second spring 314. The multi-directional load-bearing can increase the load-bearing capacity of the rear end of the support frame 1. In order to prevent the front-wheel transfer box 321 and the rear-wheel transfer box 324 from shifting in position when compressed upward, a first support rod 315 and a second support rod 316 are added. The bottom of the front-wheel transfer box 321 is connected to the fastening plate 313 through the first support rod 315, and the bottom of the rear-wheel transfer box 324 is connected to the fastening plate 313 through the second support rod 316. Therefore, when the front-wheel transfer box 321 and the rear-wheel transfer box 324 are compressed upward, the first support rod 315 and the second support rod 316 rotate simultaneously with the fastening plate 313 as the rotation center, preventing the front-wheel transfer box 321 and the rear-wheel transfer box 324 from shifting.

[0032] The beneficial effects of the present utility model are as follows: Through the deformation ability of the middle of the first spring 213 and the deformation distance limitation of the first shock absorber 211, sufficient supporting force and steering ability are provided for the front end of the support frame 1. The rear end of the support frame 1 is provided with a structure with stronger bearing capacity through the mutual linkage of the second spring 314, the second shock absorber 311 and the third shock absorber 312. At the same time, in order to prevent the front-wheel transfer box 321 and the rear-wheel transfer box 324 from shifting in position when compressed upward, a first support rod 315 and a second support rod 316 are added. When the front-wheel transfer box 321 and the rear-wheel transfer box 324 are compressed upward, the first support rod 315 and the second support rod 316 rotate simultaneously with the fastening plate 313 as the rotation center, preventing the front-wheel transfer box 321 and the rear-wheel transfer box 324 from shifting.

[0033] The above embodiments are only used to illustrate the technical solutions of the present utility model, rather than to limit it; although the present utility model has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present utility model.

Claims

1. A chassis of a remote control car, characterized in that: It includes a support frame, a steering assembly, and a drive assembly. The steering assembly includes a first shock absorber member, a transverse rod, a rotating rod, and a steering rod. The transverse rod is connected to the front end of the support frame through the first shock absorber member. The steering rod is connected to the transverse rod through the rotating rod. The drive assembly includes a second shock absorber member, a drive wheel member, a motor, and a transmission shaft. The drive wheel member is connected to the rear end of the support frame through the second shock absorber member. The motor is arranged on the support frame. The output end of the motor is connected to the drive wheel member through the transmission shaft.

2. The chassis of the remote control car according to claim 1, characterized in that: There are two sets of the first shock absorber member and the rotating rod. The two sets of the first shock absorber member and the rotating rod are respectively located at the left and right ends of the support frame. The transverse rod and the steering rod are horizontally arranged at the lower end of the support frame. The left and right ends of the transverse rod are respectively connected to the support frame through two sets of the first shock absorber member. The left and right ends of the steering rod are respectively rotatably connected to the transverse rod through two sets of the rotating rod.

3. The chassis of the remote control car according to claim 2, characterized in that: The first shock absorber member includes a first shock absorber, a buckle, and a first spring. The upper end of the first shock absorber is connected to the support frame. The output end of the first shock absorber is connected to the transverse rod. The left and right ends of the first spring are respectively rotatably connected to the support frame. The middle part of the first spring bends downward and is connected to the transverse rod through the buckle.

4. The chassis of the remote control car according to claim 1, characterized in that: There are two sets of the second shock absorber member. The two sets of the second shock absorber member are respectively located at the left and right ends of the support frame.

5. The chassis of the remote control car according to claim 4, characterized in that: The drive wheel member includes a front wheel transfer box, a front wheel drive shaft, a drive shaft, a rear wheel transfer box, and a rear wheel drive shaft. The front and rear ends of the front wheel transfer box are respectively provided with a first input head and an output head. The front wheel drive shaft is horizontally arranged in the front wheel transfer box and is respectively meshed and connected to the first input head and the output head. The front end of the rear wheel transfer box is provided with a second input head. The rear wheel drive shaft is horizontally arranged in the rear wheel transfer box and is meshed and connected to the second input head. The front wheel drive shaft and the rear wheel drive shaft are parallel to each other and their left and right ends are respectively connected to the support frame through two sets of the second shock absorber member. The output end of the motor is connected to the first input head through the transmission shaft. The output head is connected to the second input head through the drive shaft.

6. The chassis of the remote control car according to claim 5, characterized in that: The second shock absorber member includes a second shock absorber, a third shock absorber, a fastening plate, and a second spring. The second shock absorber and the third shock absorber are respectively rotatably connected to the front wheel transfer box and the rear wheel transfer box. The fastening plate is connected to the side wall of the support frame. The left and right ends of the second spring are respectively rotatably connected to the front wheel transfer box and the rear wheel transfer box. The middle part of the second spring bends upward and is connected to the fastening plate.

7. The chassis of the remote control car according to claim 6, characterized in that: The second shock absorber member further includes a first support rod and a second support rod. One end of the first support rod is rotatably connected to the bottom of the front wheel transfer box, and the other end is rotatably connected to the fastening plate. One end of the second support rod is rotatably connected to the bottom of the rear wheel transfer box, and the other end is rotatably connected to the fastening plate.

8. The chassis of the remote control car according to claim 7, characterized in that: The driving component further includes a transmission pulley set. The output end of the motor is connected to the transmission shaft through the transmission pulley set. The transmission pulley set includes a front fixing plate, a linkage shaft, and a rear fixing plate. The front fixing plate and the rear fixing plate are connected to the support frame and are parallel to each other. The front and rear ends of the linkage shaft are respectively rotatably connected to the front fixing plate and the rear fixing plate. The motor is connected to the front fixing plate. The output end of the motor penetrates through the front fixing plate and is meshed and connected to the linkage shaft. One end of the linkage shaft is connected to the transmission shaft.

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