Automobile model empennage reinforcing structure

Abstract

An automobile model empennage reinforcing structure comprises an automobile shell and an empennage, the empennage is composed of a connecting part, a supporting part and an empennage face part which are sequentially connected, and the connecting part and the automobile shell are detachably connected so as to be convenient to assemble. A first reinforcing edge and a second reinforcing edge are arranged at the joint of the connecting part and the supporting part and the joint of the supporting part and the wing surface part respectively, and node stress can be accurately dispersed; an arc-shaped I-shaped frame is arranged in the supporting part, a reinforcing net is clamped between the arc-shaped I-shaped frame and the wrapping outer layer, the arc-shaped I-shaped frame and the wrapping outer layer form a stable composite bearing framework through ultrasonic welding, and the fracture resistance is greatly improved. The connecting part comprises a hard connecting sleeve with a friction structure and an outer side reinforcing rib, the connecting column can be prevented from cracking, and the vehicle shell is correspondingly provided with a connecting concave hole for the connecting part and the first reinforcing edge to be embedded. The embedded hidden design guarantees the real vehicle recarving precision, the composite structure strengthens the crack resistance, the professional model requirement is met, and the embedded hidden design is convenient to assemble and suitable for batch production.

Description

Technical Field

[0001] This utility model relates to the field of toy technology, and in particular to a tail wing reinforcement structure for a car model. Background Technology

[0002] Car models are high-precision replicas of real cars, widely used for collection, display, and research and development support, with shape accuracy as the core indicator. The error between professional-grade models and real cars needs to be strictly controlled. As a signature component of a car, the accuracy of the reproduction of its curves, angles, and other aspects directly determines the quality of the model.

[0003] The real car's rear wing uses high-strength materials and redundant structures to offset stress, but when scaled down to a ratio of 1:10 to 1:24, the wing's mechanical performance drops sharply due to the "size effect," resulting in obvious defects.

[0004] First, the material strength is insufficient. The tail wing is only 1-3mm thick after scaling down, and the microscopic defects have a magnified effect. The effective strength of the tail wing of the same material is much less than that of the real car, and it is easily damaged by external forces. Second, the stress concentration is aggravated. The stress concentration is aggravated after the transition rounded corners are reduced. The stress area is drastically reduced after the connection points are simplified, and the root is easy to break. Third, the process contradictions are prominent. Simply increasing the thickness is easy to produce shrinkage marks. Using the carbon fiber material of the real car will increase the cost and make it difficult to form small curved surfaces.

[0005] Existing solutions all have limitations: external reinforcement can easily damage the appearance, overall material replacement leads to accuracy and weight distribution issues, and the reinforcement effect of internal cavity filling is unstable. Therefore, for the booming model market, improving crack resistance without changing the overall appearance of the tail fin has become an urgent problem to be solved in this field. Utility Model Content

[0006] The purpose of this invention is to provide a reinforcing structure for the rear wing of a car model, which aims to solve the problem of insufficient mechanical performance of the reduced rear wing mentioned in the background art.

[0007] To achieve the above objectives, this utility model provides a car model rear wing reinforcement structure, including a car body and a rear wing connected to the car body. The rear wing includes a connecting part, a supporting part, and a wing part connected in sequence. The connecting part is detachably connected to the car body.

[0008] A first reinforcing edge is provided at the connection between the connecting part and the supporting part, and a second reinforcing edge is provided at the connection between the supporting part and the wing part.

[0009] The support includes an I-beam frame and an outer covering layer, and the contact surface between the outer covering layer and the I-beam frame is fixed by ultrasonic welding.

[0010] Preferably, the I-beam is arc-shaped, and the support portion further includes a reinforcing mesh, which is disposed between the contact surface of the I-beam and the outer covering layer.

[0011] Preferably, the first reinforcing edge is an arc-shaped protrusion extending outward from the connection, and the first reinforcing edge is disposed on the outer side of the outer covering layer and the top of the connection portion.

[0012] Preferably, the vehicle body has a connecting recess corresponding to the connecting portion and the first reinforcing edge, and the connecting portion and the first reinforcing edge are inserted into the connecting recess.

[0013] Preferably, the connecting part includes a connecting post and a rigid connecting sleeve disposed within the connecting post. The outer surface of the rigid connecting sleeve is provided with a friction structure, which is connected to the inner wall of the connecting post. The rigid connecting sleeve is detachably connected to the vehicle body.

[0014] Preferably, the connecting column is provided with reinforcing ribs on its outer side.

[0015] Preferably, the wing section includes a main wing surface and a side panel fixedly connected to the main wing surface, wherein the main wing surface is an arc surface.

[0016] The second reinforcing edge is an arc-shaped groove that is recessed into the connection, with one end fixedly connected to the main body wing surface and the other end fixedly connected to the connection part.

[0017] Preferably, the wing surface further includes a secondary arc surface, which is disposed on the side of the main wing surface away from the connecting portion.

[0018] The secondary arc surface is arc-shaped, fits the main wing surface as a whole and is higher than its surface; the radius of curvature of the arc surface is larger than that of the main wing surface, and the edge transitions smoothly with the main wing surface.

[0019] The beneficial effects of this utility model are:

[0020] 1. This utility model significantly improves the bending resistance of the support part compared to a single material by using a composite load-bearing frame (I-beam + reinforcing mesh). The double reinforcement along the design disperses the stress at key nodes. The rigid connecting sleeve and reinforcing rib solve the problem of cracking at the connection part. The overall structure can withstand normal handling and minor collisions without breakage or deformation, completely solving the problem of "insufficient strength".

[0021] 2. This utility model hides the embedded connection, inner reinforcement edge, and back secondary arc surface in the non-visible area. The connection part is naturally connected to the car body, and the rear wing curve is completely consistent with the real car. It avoids the defect of "damaging the appearance" of the existing solution and meets the accuracy requirements of professional-grade models. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0023] Figure 1 This is a schematic diagram of the structure of this utility model.

[0024] Figure 2 This is a schematic diagram of the tail fin structure of this utility model.

[0025] Figure 3 This is a schematic diagram of the connection of the support part of this utility model.

[0026] Figure 4 This is an exploded view of the connection between the vehicle body and the rear wing of this utility model.

[0027] Figure 5 This is a schematic diagram of the connection part of this utility model.

[0028] Figure 6 This is a schematic diagram of the connection of the secondary arc surface of this utility model.

[0029] In the figure: body shell 1; connecting recess 11; rear wing 2; connecting part 21; connecting column 211; rigid connecting sleeve 212; reinforcing rib 213; support part 22; I-beam 221; outer covering layer 222; reinforcing mesh 223; wing surface 23; main wing surface 231; side panel 232; secondary arc surface 233; first reinforcing edge 24; second reinforcing edge 25. Detailed Implementation

[0030] The embodiments of the present invention are described in detail below. Examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, but should not be construed as limiting the present invention.

[0031] The purpose of this utility model is to provide a car model tail wing reinforcement structure to solve the problems mentioned in the background art, such as insufficient performance of the tail wing after shrinkage, easy damage to appearance due to external reinforcement in the existing technology, mismatch between precision and weight due to overall material replacement, and unstable reinforcement effect of internal cavity filling.

[0032] like Figures 1-3 As shown, this utility model discloses a car model rear wing reinforcement structure. The structure includes a car body 1 and a rear wing 2 connected to the car body 1. The rear wing 2 includes a connecting part 21, a supporting part 22, and a wing part 23 connected in sequence. The connecting part 21 serves as the "connection hub between the rear wing and the car body," the supporting part 22 acts as the "load-bearing core skeleton," and the wing part 23 is responsible for "replicating the aerodynamic appearance of the real car." These three components work together to achieve a functional closed loop of "connection-load-appearance." The connecting part 21 and the car body 1 are detachably connected using conventional methods such as screws to facilitate model assembly and maintenance.

[0033] A first reinforcing edge 24 is provided at the connection between the connecting part 21 and the supporting part 22, and a second reinforcing edge 25 is provided at the connection between the supporting part 22 and the wing part 23, forming a "dual-node targeted reinforcement". The supporting part 22 adopts a composite structure of an I-beam 221 and an outer covering layer 222. The I-beam 221 provides rigid support, and the outer covering layer 222 ensures appearance accuracy. The contact surfaces of the two are fixed by ultrasonic welding. Ultrasonic welding can melt and bond the contact surface materials to form a connection with the same strength as the substrate, ensuring high bonding strength between the two from the source and avoiding overall failure due to structural delamination after scaling.

[0034] In order to improve the overall performance of the support part 22, such as Figure 2 As shown, in this embodiment, the I-beam 221 is designed to be arc-shaped to match the aerodynamic surface of the tail fin 2, so that the force direction of the I-beam is consistent with the external force direction borne by the tail fin, and also avoids local stress concentration caused by structural and force misalignment.

[0035] Meanwhile, a reinforcing mesh 223 is also installed between the contact surface of the I-beam 221 and the outer covering layer 222. With the material thinner after scaling, single-point stress can easily lead to localized damage. The mesh structure of the reinforcing mesh 223 can distribute the stress over a larger area. Furthermore, the reinforcing mesh 223, together with the I-beam 221 and the outer covering layer 222, constitutes a composite load-bearing structure. This structure not only improves bending resistance through its own mesh framework but also achieves a dual combination of "mechanical interlocking + fusion" through the clamping structure and ultrasonic welding. The gaps in the reinforcing mesh are filled with molten material, creating a bond similar to "reinforced concrete," further enhancing the interface's anti-peel strength and completely solving the problem of material bonding strength attenuation after scaling.

[0036] At the connection between the connecting part 21 and the supporting part 22, the first reinforcing edge 24 is designed as an arc-shaped protrusion extending outward from the connection. This arc-shaped protrusion not only significantly reduces the stress concentration factor, but also, being located on the outer side of the outer layer 222 and the top of the connecting part 21, can be completely hidden in the natural transition area of ​​the rear wing 2, thus not disrupting the curved contour of the real vehicle and avoiding affecting the simulation accuracy of the model.

[0037] To further enhance connection reliability and ensure aesthetics, such as Figure 4As shown, the body shell 1 has connecting recesses 11 corresponding to the connecting portion 21 and the first reinforcing edge 24. The connecting portion 21 and the first reinforcing edge 24 can be precisely inserted into the shapes within the connecting recesses 11. This embedded installation method completely hides the connecting structure, visually forming a unified whole with the body shell 1, meeting the requirements of high-precision replication. Simultaneously, due to the significantly increased contact area between the recesses 11 and the connecting portion 21 and the reinforcing edge 24, the supporting force is also greatly improved, allowing the installation stress to be evenly transmitted to the body shell 1, rather than concentrated at a single point at the base of the rear wing. Furthermore, the embedded structure eliminates the need for additional fasteners, avoiding complications in the assembly process.

[0038] To further improve the reliability of the connecting part 21, such as Figure 5 As shown, the connecting part 21 includes a connecting post 211 and a rigid connecting sleeve 212 disposed within the connecting post 211. The outer surface of the rigid connecting sleeve 212 is provided with a friction structure (such as knurling, protrusions, etc., which is prior art and not shown in the figure), and this friction structure is tightly connected to the inner wall of the connecting post 211. The rigid connecting sleeve 212 is detachably connected to the vehicle body 1 by screws. When the screws are screwed into the rigid connecting sleeve 212, the generated force is evenly transmitted to the entire inner wall of the connecting post 211 through the friction structure, and then transmitted to the overall structure of the rear wing 2 through the support part 22, thereby avoiding the problem of cracking of the plastic connecting post 211 due to excessive local stress. In addition, a reinforcing rib 213 is provided on the outer side of the connecting post 211, which extends along the axial direction of the connecting post 211, further improving the performance strength of the connecting post 211.

[0039] See Figure 2 The wing section 23 includes a main wing section 231 and a side panel 232 fixedly connected to the main wing section 231. The main wing section 231 adopts an arc-shaped surface consistent with the real vehicle to ensure the accuracy of appearance reproduction. To further prevent cracking at the connection between the support section 22 and the wing section 23, the second reinforcing edge 25 at the connection between the support section 22 and the wing section 23 is designed as an arc-shaped groove recessed inward at the connection, with one end fixedly connected to the main wing section 231 and the other end fixedly connected to the connecting section 21. The internally recessed arc-shaped groove can form a smooth transition structure, allowing the force transmitted by the support section to be evenly introduced into the wing section along the arc surface, avoiding sharp-angle stress concentration at the connection between the support section 22 and the wing section 23; at the same time, the groove is located on the inner side of the tail wing and is completely invisible from the outside, so as not to affect the aerodynamic appearance replication of the main wing section.

[0040] To further enhance the local rigidity of the wing portion 23, such as Figure 6As shown, the wing surface 23 also includes a secondary arc surface 233. The secondary arc surface 233 is located on the side of the main wing surface 231 away from the connecting part 21 (i.e., the back of the tail fin), and is completely invisible when viewed from the front, thus completely avoiding interference with the appearance replication. In terms of shape, the secondary arc surface 233 is arc-shaped, fits the main wing surface 231 as a whole and is higher than its surface, with a radius of curvature larger than that of the main wing surface 231, and its edges smoothly transition with those of the main wing surface 231. The large radius of curvature and smooth transition design ensure that the aerodynamic flow logic of the secondary arc surface and the main wing surface remains consistent. At the same time, the double-layer arc structure formed with the main wing surface 231 significantly enhances the local rigidity of the main wing surface 231 compared to a single-layer thin-shell structure, preventing the wing surface 23 from denting or breaking due to collision or compression.

[0041] The above-disclosed embodiments are merely one or more preferred embodiments of this application and should not be construed as limiting the scope of this application. Those skilled in the art can understand that all or part of the processes for implementing the above embodiments and equivalent changes made in accordance with the claims of this application still fall within the scope of this application.

Claims

1. A reinforcing structure for a spoiler of a model vehicle, comprising a vehicle body and a spoiler connected to the vehicle body, characterized in that, The tail wing comprises a connecting part, a supporting part and a wing surface part connected in sequence, the connecting part is detachably connected with the vehicle shell, The connecting part and the supporting part are provided with a first reinforcing edge at the connecting position, The supporting part comprises an I-shaped frame and a cladding outer layer, the contact surface of the cladding outer layer and the I-shaped frame is fixed by ultrasonic welding.

2. The reinforcing structure for a model airplane tail wing according to claim 1, wherein The I-shaped frame is arc-shaped, and the supporting part further comprises a reinforcing net, which is arranged between the contact surface of the I-shaped frame and the cladding outer layer.

3. The reinforcing structure for a model airplane tail wing according to claim 1, wherein The first reinforcing edge is an arc convex extending towards the outside of the connecting position, and is arranged on the outside of the cladding outer layer and the top of the connecting part.

4. The reinforcing structure for a model airplane tail wing according to claim 3, wherein The vehicle shell is provided with a connecting recess hole corresponding to the connecting part and the first reinforcing edge, and the connecting part and the first reinforcing edge are inserted into the connecting recess hole.

5. The reinforcing structure for a model airplane tail wing according to claim 3, wherein The connecting part comprises a connecting column and a hard connecting sleeve arranged in the connecting column, the outer surface of the hard connecting sleeve is provided with a friction structure connected with the inner wall of the connecting column, and the hard connecting sleeve is detachably connected with the vehicle shell.

6. The reinforcing structure for a model airplane tail wing according to claim 5, wherein The outer side of the connecting column is provided with a reinforcing rib.

7. The reinforcing structure for a model airplane tail wing according to claim 1, wherein The wing surface part comprises a main wing surface and a side wing surface fixedly connected with the main wing surface, the main wing surface is arc-shaped, The second reinforcing edge is an arc concave recessed towards the inside of the connecting position, one end of which is fixedly connected with the main wing surface, and the other end is fixedly connected with the connecting part.

8. The reinforcing structure for a model airplane tail wing according to claim 7, wherein The wing surface part further comprises a secondary arc surface, which is arranged on the side of the main wing surface away from the connecting part, The secondary arc surface is in the form of an arc surface, which is integrally attached to the main wing surface and protrudes from the surface thereof; the curvature radius of the arc surface is greater than that of the main wing surface, and the edge thereof is smoothly connected with the main wing surface.

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