Universal model car wheel matching and adjusting mechanism
By designing a universal model car wheel matching and adjustment mechanism, the problem of increased costs due to the diversity of car models was solved, enabling wheel adaptation for multiple car models, reducing the number of wheel connection mechanisms required, and saving production costs.
Patent Information
- Application Number
- CN202422991698.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-05
- Publication Date
- 2025-10-31
- Estimated Expiration
- 2034-12-05
AI Technical Summary
Automakers need to equip their vehicles with multiple wheel connection mechanisms to produce various models, which increases production costs.
Design a universal model car wheel matching and adjustment mechanism, including a first frame, a second frame and a third frame, to achieve multiple wheel position adaptations by adjusting the first and second directions, and a fourth frame that can swing and adjust to adapt to different car models.
It enables wheel compatibility with various vehicle models, reduces the number of wheel connection mechanisms required, and saves production costs.
Smart Images
Figure CN223501483U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of automotive manufacturing technology, and in particular to a universal model car wheel matching and adjustment mechanism. Background Technology
[0002] During the manufacturing process, due to factors such as cost investment and R&D cycle, car manufacturers typically need to create car models to verify various data. The car models are basically complete with all the components. As for the wheels, they are connected to the car model frame through wheel connection mechanisms. One end of the wheel connection mechanism is connected to the car model frame, and the other end is connected to the wheel hub to simulate the real body posture of the car. Since car manufacturers produce a wide variety of models, and the wheel positions of different models are different, car manufacturers need to equip different models with multiple wheel connection mechanisms, which increases the cost investment. Utility Model Content
[0003] The purpose of this application is to provide a universal model car wheel matching and adjustment mechanism, which can realize the installation of wheels in various positions on the model car, thereby effectively solving the shortcomings of the prior art.
[0004] Therefore, this application provides a universal model car wheel matching and adjustment mechanism, including:
[0005] The first frame is used to connect with the model car;
[0006] The second frame is connected to the first frame, and the second frame is adjustable relative to the first frame along a first direction;
[0007] A third frame is connected to the second frame, and the third frame is adjustable relative to the second frame in a second direction. The third frame is used to mount wheels.
[0008] Wherein, the first direction is the width direction of the model car body, and the second direction is the vertical direction.
[0009] In some possible implementations, a fourth frame is also included, which is connected to the third frame and is used to mount wheels. The fourth frame is adjustable relative to the third frame.
[0010] In some possible implementations, the swing surface of the fourth frame relative to the third frame is a vertical surface, and this vertical surface is parallel to the first direction and the second direction.
[0011] In some possible implementations, the fourth frame includes an inner sleeve and an outer sleeve, with the inner sleeve coaxially disposed inside the outer sleeve. The outer sleeve and the third frame are hinged together, and the inner sleeve is used to mount wheels.
[0012] In some possible implementations, a first threaded rod is provided between the third frame and the outer sleeve, with one end of the first threaded rod connected to the third frame and the other end connected to the outer sleeve, so as to restrict the fourth frame to a preset angle.
[0013] In some possible implementations, a second threaded rod is provided between the inner sleeve and the outer sleeve. One end of the second threaded rod is rotatably connected to the outer sleeve, and the other end of the second threaded rod is threadedly engaged with the inner sleeve to adjust the length of the inner sleeve extending axially out of the outer sleeve.
[0014] In some possible implementations, a third threaded rod is provided between the outer sleeve and the inner sleeve. The third threaded rod is threadedly engaged with the outer sleeve. The third threaded rod can be screwed onto the outer sleeve and pressed tightly against the outside of the inner sleeve to restrict the axial movement of the inner sleeve relative to the outer sleeve.
[0015] In some possible implementations, both ends of the inner sleeve are open, the second threaded rod is coaxially disposed inside the inner sleeve, one end of the second threaded rod is rotatably connected to the outer sleeve, and the other end of the second threaded rod is provided with a polygonal cross-section structure for easy screwing.
[0016] In some possible implementations, multiple pads are arranged between the first frame and the second frame, and the number of pads is changed to adjust the distance between the second frame and the first frame in the first direction.
[0017] In some possible implementations, the second frame is provided with a track extending in a second direction, and the third frame can slide along the track.
[0018] According to the universal model car wheel matching and adjustment mechanism provided in this application embodiment, the first frame is connected to the model car, the third frame can be used to install the wheel, and the second frame can be adjusted along the first direction on the first frame, and the third frame can be adjusted along the second direction on the second frame. The first direction is the width direction of the model car body, and the second direction is the vertical direction. This allows for the adaptation and adjustment of the wheel in various positions, enabling the adaptation of wheel positions for various car models. This greatly improves the applicability of wheel installation. Equipping one universal model car wheel matching and adjustment mechanism can realize the installation of wheels of various car models on the model car, which helps to save costs. Attached Figure Description
[0019] Figure 1A schematic diagram of the structure of the universal model car wheel matching and adjustment mechanism provided in the embodiments of this application;
[0020] Figure 2 for Figure 1 A magnified view of a section at point A in the middle;
[0021] Figure 3 An exploded view of the fourth frame provided in the embodiments of this application;
[0022] Figure 4 An exploded view of the fourth frame provided in an embodiment of this application. Detailed Implementation
[0023] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0024] like Figures 1-4 As shown, this application provides a universal model car wheel matching and adjustment mechanism, which is applied to the manufacturing of vehicle models. In order to save costs, car manufacturers usually manufacture car models and verify various data of the car. The car model has basically complete components. Among them, the wheels are connected to the car model frame through a wheel connection mechanism. One end of the wheel connection mechanism is connected to the car model frame, and the wheel is installed on the other end of the wheel connection mechanism. Since car manufacturers produce a large number of models, the wheel positions of different models are different. Therefore, car manufacturers need to equip multiple wheel connection mechanisms for different models to achieve the installation of wheels in multiple positions. The configuration of multiple wheel connection mechanisms increases the production cost of manufacturers. The universal model car wheel matching and adjustment mechanism provided in this application aims to reduce the cost of wheel connection mechanisms.
[0025] The universal model car wheel matching and adjustment mechanism includes a first frame 101, a second frame 102, and a third frame 103. The first frame 101 is used to connect to the model car's frame, and the third frame 103 is used to install the wheels. That is, the wheels are installed on the third frame 103, and the first frame 101 is connected to the model car's frame, thereby realizing the installation of the wheels on the model car's frame. In this embodiment, the second frame 102 is connected to the first frame 101, and the second frame 102 can be adjusted relative to the first frame 101 along a first direction. The third frame 103 is connected to the second frame 102, and the third frame 103 can be adjusted relative to the second frame 102 along a second direction. The first direction is the width direction of the model car body, and the second direction is the vertical direction.
[0026] In this embodiment, the first direction is the horizontal direction, specifically the width direction of the model car when it is upright, and the second direction is the vertical direction. Therefore, after the first frame 101 is connected to the frame of the model car, the second frame 102 can be adjusted horizontally relative to the first frame 101, and the third frame 103 can be adjusted vertically relative to the second frame 102. This allows for adjustment of the wheel position. By connecting the wheels to the frame of the model car through this universal model car wheel matching and adjustment mechanism, the wheel position can be adaptively adjusted. Therefore, a universal model car wheel matching and adjustment mechanism can be adapted to multiple model cars, reducing the number of wheel connection mechanisms and significantly reducing production costs.
[0027] Preferably, the system further includes a fourth frame 104 connected to the third frame 103. The fourth frame 104 is used to mount wheels and can be oscillated relative to the third frame 103. In this embodiment, the fourth frame 104 can be oscillated on the third frame 103, and the wheels are mounted on the fourth frame 104. This allows the wheels to be oscillated in addition to being adjusted in the first and second directions, thereby adjusting the wheel camber angle and further improving the adjustment range of the wheels. This enables the installation of wheels from more different vehicle models. In this embodiment, the oscillation plane of the fourth frame 104 relative to the third frame 103 is a vertical plane, and this vertical plane is parallel to the first and second directions. That is, the oscillation plane of the fourth frame 104 relative to the third frame 103 is a vertical plane perpendicular to the length of the model car body, which facilitates the direct adjustment of the wheel camber angle.
[0028] More preferably, the fourth frame 104 includes an inner sleeve 401 and an outer sleeve 402. The inner sleeve 401 is coaxially disposed inside the outer sleeve 402. The outer sleeve 402 is hinged to the third frame 103 to realize the swing adjustment of the fourth frame 104 on the third frame 103. The inner sleeve 401 is used to install wheels. In this embodiment, a first threaded rod 201 is provided between the third frame 103 and the outer sleeve 402. One end of the first threaded rod 201 is connected to the third frame 103, and the other end of the first threaded rod 201 is connected to the outer sleeve 402. Under the action of the first threaded rod 201, the fourth frame 104 can be restricted to a certain preset angle. In this embodiment, both the inner sleeve 401 and the outer sleeve 402 are circular sleeves. The inner sleeve 401 and the outer sleeve 402 are coaxially fitted together. The axial direction of the outer sleeve 402 is parallel to the plane where the first direction and the second direction are located. One end of the outer sleeve 402 faces towards the first frame. Extending in the direction of 101, the other end of the outer sleeve 402 extends away from the first frame 101. Similarly, one end of the inner sleeve 401 extends towards the first frame 101, and the other end extends away from the first frame 101. The end of the inner sleeve 401 away from the first frame 101 is used to install the wheel. A first threaded rod 201 is provided between the bottom of the end of the outer sleeve 402 near the first frame 101 and the third frame 103. The top end of the first threaded rod 201 and the outer sleeve 402 can be rotatably connected by bearings and other components. The middle part of the first threaded rod 201 is threadedly engaged with the third frame 103. The bottom end of the first threaded rod 201 extends downwards out of the third frame 103. By rotating the first threaded rod 201, the swing adjustment of the outer sleeve 402 can be realized, that is, the swing adjustment of the fourth frame 104 on the third frame 103 can be realized, thereby realizing the adjustment of the wheel camber angle.
[0029] More preferably, the inner sleeve 401 can be axially adjusted relative to the outer sleeve 402, thus further improving the wheel's adjustment range and making it suitable for installation on more vehicle models. For adjusting the inner sleeve 401 relative to the outer sleeve 402, a second threaded rod 202 can be provided between the inner sleeve 401 and the outer sleeve 402. One end of the second threaded rod 202 is rotatably connected to the outer sleeve 402, and the other end of the second threaded rod 202 is threaded into the inner sleeve 401. Therefore, by screwing the second threaded rod 202, the inner sleeve can be adjusted... The axial movement adjustment of the inner sleeve 401 inside the outer sleeve 402 realizes the adjustment of the length of the inner sleeve 401 extending axially from the outer sleeve 402. In this embodiment, one end of the second threaded rod 202 and the outer sleeve 402 are rotatably connected by bearings and other components. The middle part of the second threaded rod 202 is threadedly engaged with the inner sleeve 401. By screwing the second threaded rod 202, the axial movement adjustment of the inner sleeve 401 inside the outer sleeve 402 can be realized. After the wheel is installed on the inner sleeve 401, the position of the wheel can be further adjusted.
[0030] When the inner sleeve 401 is axially adjusted inside the outer sleeve 402, in order to lock the inner sleeve 401 relative to the outer sleeve 402, a third threaded rod 203 can be provided between the inner sleeve 401 and the outer sleeve 402. The third threaded rod 203 and the outer sleeve 402 are threadedly engaged. The third threaded rod 203 can be screwed onto the outer sleeve 402 and tightly abuts against the outside of the inner sleeve 401, thereby restricting the axial movement of the inner sleeve 401 relative to the outer sleeve 402. In this embodiment, the third threaded rod 203 radially penetrates the side wall of the outer sleeve 402, and the third threaded rod 203 and the outer sleeve 402 are engaged. The side wall thread of 02 is engaged, and the third threaded rod 203 is screwed on so that the third threaded rod 203 is screwed through the side wall of the outer sleeve 402 and tightly abuts against the outer peripheral wall of the inner sleeve 401. This achieves the limiting of the inner sleeve 401 relative to the outer sleeve 402. In this embodiment, the outer sleeve 402 is coaxially and slidably fitted on the outer wall of the inner sleeve 401. The second threaded rod 202 is used to drive the axial adjustment of the inner sleeve 401 relative to the outer sleeve 402, and the third threaded rod 203 is used to fix the relative position of the inner sleeve 401 and the outer sleeve 402, so as to achieve stability after the wheel is installed.
[0031] In this embodiment, both ends of the inner sleeve 401 are open. The second threaded rod 202 is coaxially disposed inside the inner sleeve 401 and can rotate freely. One end of the second threaded rod 202 is rotatably connected to the outer sleeve 402, and the other end of the second threaded rod 202 is provided with a polygonal cross-section structure for easy turning, thus facilitating rotation with tools such as wrenches. In this embodiment, the end of the second threaded rod 202 near the first frame 101 and the end of the outer sleeve 402 near the first frame 101 are rotatably connected by a bearing. The other end of the second threaded rod 202 extends axially inside the inner sleeve 401. This other end can be provided with a polygonal cross-section structure, thus facilitating the insertion of a socket wrench into the end of the inner sleeve 401 away from the first frame 101 to turn the second threaded rod 202, increasing the convenience of adjusting the inner sleeve 401.
[0032] More preferably, for the adjustment of the second frame 102 relative to the first frame 101 along the first direction, a plurality of pads 50 can be arranged between the first frame 101 and the second frame 102. These pads 50 are arranged along the first direction, and by changing the number of pads 50, the thickness between the first frame 101 and the second frame 102 can be adjusted. This allows for adjustment of the distance between the first frame 101 and the second frame 102 along the first direction, thus achieving adjustment of the second frame 102 relative to the first frame 101 along the first direction. In this embodiment, a track 60 extending along a second direction is provided on the second frame 102, and the third frame 103 can slide and adjust along the track 60. The track 60 is vertically arranged, and two tracks 60 are arranged side by side. Two sliders 70 are provided on the third frame 103, and the sliders 70 can slide along the track 60, thereby enabling the third frame 103 to slide in the opposite direction vertically on the second frame 102. A hydraulic cylinder 80 can be provided between the second frame 102 and the third frame 103 to drive the vertical adjustment of the third frame 103.
[0033] It should be noted that the terms "one embodiment," "embodiment," "exemplary embodiment," "some embodiments," etc., mentioned in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.
[0034] It should be readily understood that “on,” “above,” and “on top of” in this disclosure should be interpreted in the broadest manner, such that “on” means not only “directly on something” but also “on something” with an intermediate feature or layer therebetween, and that “above” or “on top of” means not only “on something” but also “on something” without an intermediate feature or layer therebetween (i.e., directly on something).
[0035] Furthermore, for ease of explanation, spatially relative terms such as "below," "below," "under," "above," and "above" may be used to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation other than those shown in the figures. The device may have other orientations (rotated 90 degrees or in other orientations), and the spatially relative descriptive terms used herein may be interpreted accordingly.
[0036] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.
[0037] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.
Claims
1. A universal model car wheel matching and adjustment mechanism, characterized in that, include: The first frame is used to connect with the model car; The second frame is connected to the first frame, and the second frame is adjustable relative to the first frame along a first direction; A third frame is connected to the second frame, and the third frame is adjustable relative to the second frame in a second direction. The third frame is used to mount wheels. Wherein, the first direction is the width direction of the model car body, and the second direction is the vertical direction.
2. The universal model car wheel matching and adjustment mechanism according to claim 1, characterized in that: It also includes a fourth frame, which is connected to the third frame and is used to mount wheels. The fourth frame is adjustable relative to the third frame.
3. The universal model car wheel matching and adjustment mechanism according to claim 2, characterized in that: The swing surface of the fourth frame relative to the third frame is a vertical surface, and this vertical surface is parallel to the first direction and the second direction.
4. The universal model car wheel matching and adjustment mechanism according to claim 3, characterized in that: The fourth frame includes an inner sleeve and an outer sleeve. The inner sleeve is coaxially disposed inside the outer sleeve. The outer sleeve and the third frame are hinged together. The inner sleeve is used to install wheels.
5. The universal model car wheel matching and adjustment mechanism according to claim 4, characterized in that: A first threaded rod is provided between the third frame and the outer sleeve. One end of the first threaded rod is connected to the third frame, and the other end of the first threaded rod is connected to the outer sleeve, so as to restrict the fourth frame to a preset angle.
6. The universal model car wheel matching and adjustment mechanism according to claim 4, characterized in that: A second threaded rod is provided between the inner sleeve and the outer sleeve. One end of the second threaded rod is rotatably connected to the outer sleeve, and the other end of the second threaded rod is threadedly engaged with the inner sleeve to adjust the length of the inner sleeve extending axially out of the outer sleeve.
7. A universal model car wheel matching and adjustment mechanism according to claim 6, characterized in that: A third threaded rod is provided between the outer sleeve and the inner sleeve. The third threaded rod is threadedly engaged with the outer sleeve. The third threaded rod can be screwed onto the outer sleeve and pressed tightly against the outside of the inner sleeve to restrict the axial movement of the inner sleeve relative to the outer sleeve.
8. A universal model car wheel matching and adjustment mechanism according to claim 6, characterized in that: Both ends of the inner sleeve are open. The second threaded rod is coaxially disposed inside the inner sleeve. One end of the second threaded rod is rotatably connected to the outer sleeve. The other end of the second threaded rod is provided with a polygonal cross-section structure for easy screwing.
9. A universal model car wheel matching and adjustment mechanism according to claim 1, characterized in that: Multiple pads are arranged between the first frame and the second frame, and the number of pads is changed to adjust the distance between the second frame and the first frame in the first direction.
10. A universal model car wheel matching and adjustment mechanism according to claim 1, characterized in that: The second frame is provided with a track extending in the second direction, and the third frame can slide along the track.