A model vehicle structure that improves suspension stability and durability

Abstract

The utility model relates to model car technical field discloses a kind of model car structure of promoting suspension stability and durability, including the fixed frame being set on model car chassis, swing arm is set on the fixed frame by fixed bolt, bushing is set between fixed bolt and swing arm, fixed bolt is fixedly connected with pin hole, pin sleeve is movably connected with fixed bolt, the end of swing arm is provided with wheel support, the wheel of model car is set on wheel support, and the wheel of model car is connected with the power source of model car through power transmission assembly to realize power connection;The present application can enhance the tear resistance of swing arm through bushing, and the durability and performance stability of model car suspension are greatly improved, the buffer shock absorption of suspension is realized, and the moving track is arc when shock absorption, and the shock absorption effect is better.

Description

Technical Field

[0001] This utility model relates to the field of model car technology, specifically to the field of model car suspension technology, and particularly to a model car structure that improves suspension stability and durability. Background Technology

[0002] Children's toy cars, also known as model cars, are a common type of children's toy. In the field of model car technology, the chassis and suspension structures are generally quite simple, and their design has certain flaws. The connection between the control arms and the fixed frame is often not scientifically sound, lacking effective tear protection measures. This makes the control arms prone to wear and tear under frequent use or significant external impacts, thus reducing the lifespan and stability of the suspension system. Furthermore, some model car suspensions have poor shock absorption and cushioning performance, failing to handle complex simulated road conditions well. This results in noticeable bumps when driving, significantly impacting driving stability and handling, and failing to meet the demands of model car enthusiasts for high-performance model cars.

[0003] Based on the above problems, this utility model proposes a model car structure that improves suspension stability and durability. Utility Model Content

[0004] To address the problems mentioned in the background above, this utility model provides a model car structure that improves suspension stability and durability.

[0005] To achieve the above-mentioned technical objectives, the technical solution adopted by this utility model is as follows.

[0006] A model car structure for improving suspension stability and durability includes a mounting frame on the chassis of the model car, a swing arm mounted on the mounting frame via a fixing pin, and a bushing between the fixing pin and the swing arm.

[0007] Furthermore, the bushing has a T-shaped axial cross-section.

[0008] Furthermore, the swing arm is provided with a pin sleeve, and the fixed frame is provided with a pin hole. The connection between the swing arm and the fixed frame is realized through the cooperation of the pin sleeve, the pin hole and the fixed pin. The bushing is provided between the fixed pin and the pin sleeve.

[0009] Furthermore, the fixing pin is fixedly connected to the pin hole, and the pin sleeve is movably connected to the fixing pin.

[0010] Furthermore, a wheel bracket is provided at the end of the swing arm, and the wheels of the model car are mounted on the wheel bracket.

[0011] Furthermore, the wheels of the model car are connected to its power source via a power transmission assembly.

[0012] Furthermore, the power transmission assembly includes a third drive shaft vertically mounted on a fixed frame, and a first drive shaft and a second drive shaft with their centerlines parallel to the vehicle width direction.

[0013] The first drive shaft is mounted on the wheel bracket and is hollow. The output end of the second drive shaft is inserted into the first drive shaft through the first connector. When there is relative displacement between the first drive shaft and the second drive shaft, the two are connected by the first connector.

[0014] The input end of the second transmission shaft is provided with a driven bevel gear, and the third transmission shaft is provided with a driving bevel gear, which meshes with the driven bevel gear;

[0015] The active bevel gear moves together with the second drive shaft. The active bevel gear and the third drive shaft are connected by a second connector. When there is relative displacement between the active bevel gear and the third drive shaft, the two are connected by a second connector.

[0016] The first drive shaft is connected to the wheels of the model car, and the third drive shaft is connected to the power source of the model car.

[0017] Furthermore, the first connecting member includes an internal spline disposed on the first drive shaft and an external spline disposed on the second drive shaft.

[0018] Furthermore, the second connecting member includes an internal spline disposed on the driving bevel gear and an external spline disposed on the third transmission shaft.

[0019] Furthermore, a support body is provided on the second transmission shaft, and a connecting cam in the shape of a hollow shaft is provided at the end of the drive bevel gear. The connecting cam is connected to the support body through a bearing.

[0020] Compared with the prior art, the advantages of this utility model are as follows:

[0021] I. Significantly Enhanced Tear Resistance: When the model car collides with an obstacle, the entire bushing disperses the tearing force generated at the moment of impact across the inner ring surface of the bushing, greatly enhancing the tear resistance of the swing arm. In addition, the bushing also provides a certain degree of suspension smoothness. Because existing nylon swing arm technology suffers from deformation during use, resulting in surface friction exceeding that of the bushing, the bushing reduces friction while significantly improving stability, durability, and performance stability. Furthermore, the bushing's axial cross-section is T-shaped, effectively dispersing various stresses experienced by the swing arm during movement. Under rigorous testing under the same stress conditions, the swing arm with this structure exhibits significantly improved tear resistance compared to those without. This greatly reduces the probability of tearing damage due to stress concentration, effectively extending the swing arm's service life and reducing model car malfunctions caused by swing arm damage.

[0022] II. Significantly Improved Durability: With the enhanced tear resistance of the control arms and the optimized design of the connection structures of various components, the durability of the entire suspension system has achieved a qualitative leap. This greatly reduces the need for frequent repairs and component replacements due to suspension damage in model cars, lowering maintenance costs and improving the economic efficiency and reliability of model cars.

[0023] III. Comprehensive Improvement in Stability: Through a scientifically designed structure and the reinforcement of the control arms by T-shaped bushings, the suspension system provides more stable support for the vehicle body during driving. This effectively reduces body sway and driving deviation caused by road bumps, potholes, or external impacts, resulting in a smoother and more precise ride. The driving quality is significantly improved, providing users with a superior driving experience.

[0024] IV. Significantly Reduced Wear: During the model car's operation, the swing arm constantly oscillates, causing frequent friction between the fixing pin and the swing arm. The T-shaped bushing, acting as a buffer layer, effectively reduces direct friction between the two. This significantly reduces the frequency of component maintenance and replacement, further improving the ease of use and economy of the model car.

[0025] V. Effective Reduction of Vibration and Noise: The movable connection between the swing arm and the fixed frame is achieved through a fixed pin. Therefore, when the model car is moving, if the ground is uneven, the vibration is transmitted to the swing arm through the wheels. The T-shaped bushing has certain buffering and shock absorption characteristics, which can effectively absorb and buffer the vibration generated during the model car's movement. It also reduces the noise caused by vibration. This optimizes the comfort and quietness of the model car during operation, creating a more ideal operating environment. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the structure of Embodiment 1;

[0027] Figure 2 An exploded view of the fixed frame, swing arm, fixed pin, and bushing;

[0028] Figure 3 This is a schematic diagram of the structure of Example 3;

[0029] Figure 4 This is an exploded view of the first and second drive shafts;

[0030] Figure 5 This is a schematic diagram showing the connection between the second and third drive shafts.

[0031] The labels in the attached diagram are:

[0032] 1. Fixing bracket; 101. Pin hole; 2. Swing arm; 201. Pin sleeve; 3. Wheel bracket; 4. Power transmission assembly; 401. First drive shaft; 402. Second drive shaft; 403. Third drive shaft; 404. Driven bevel gear; 405. Driving bevel gear; 406. Bracket body; 407. Connecting cam shaft; 5. Fixing pin; 6. Bushing. Detailed Implementation

[0033] To further illustrate the technical means and effects adopted by this utility model in order to achieve the intended utility model purpose, the following detailed description of the specific implementation methods, structure, features and effects of this utility model is provided in conjunction with the accompanying drawings and preferred embodiments.

[0034] Example 1

[0035] Reference Figure 1 and Figure 2 A model car structure for improving suspension stability and durability includes a mounting frame 1 mounted on the chassis of the model car and a swing arm 2 mounted on the mounting frame 1 via a fixing pin 5.

[0036] Furthermore, a pin sleeve 201 is provided on the swing arm 2, and a pin hole 101 is provided on the fixed frame 1. The connection between the swing arm 2 and the fixed frame 1 is realized through the cooperation of the pin sleeve 201, the pin hole 101 and the fixed pin 5.

[0037] Preferably, a bushing 6 is provided between the fixed pin 5 and the pin sleeve 201, and preferably the axial cross section of the bushing 6 is T-shaped. The advantage is that when the model car collides with an obstacle, the tearing force generated at the moment of impact is distributed on the inner ring surface of the pin sleeve 201 through the entire bushing 6, which greatly enhances the tear resistance of the swing arm 2. In addition, the bushing 6 can also provide a certain degree of suspension smoothness. Because the existing nylon swing arm technology has the problem of deformation during use and the surface friction is greater than that of the bushing 6, the presence of the bushing 6 can reduce the friction, and at the same time, the stability, durability and performance stability are greatly improved.

[0038] Example 2

[0039] Based on Example 1, Example 2 is proposed.

[0040] The fixed pin 5 is fixedly connected to the pin hole 101, and the pin sleeve 201 is movably connected to the fixed pin 5. The advantage is that when the model car is driving, if the ground is uneven, the feedback from the wheel to the swing arm 2 will cause the swing arm 2 to swing and the swing trajectory is arc-shaped. Since the swing trajectory of the swing arm 2 is arc-shaped, it is equivalent to having a buffering and shock-absorbing effect in both the vertical direction and the width direction of the car. Therefore, the suspension has a better buffering and shock-absorbing effect.

[0041] Example 3

[0042] Based on Example 2, Example 3 is proposed.

[0043] In Example 2, since the swing trajectory of the swing arm 2 is arc-shaped, and since the wheel bracket 3 is located at the end of the swing arm 2 and the wheel is located on the wheel bracket 3, the wheel also has an arc-shaped trajectory when buffering and shock absorption occurs. Therefore, the power transmission component 4 between the wheel and the power source needs to be improved accordingly to ensure that the transmission route between the wheel and the power source is not affected and that the power can be smoothly transmitted to the wheel.

[0044] Reference Figures 3-5 The power transmission assembly 4 includes a third drive shaft 403 vertically mounted on the fixed frame 1, and a first drive shaft 401 and a second drive shaft 402 with their axis lines parallel to the vehicle width direction.

[0045] The first drive shaft 401 is mounted on the wheel bracket 3 and is in the shape of a hollow shaft.

[0046] The output end of the second drive shaft 402 is inserted into the first drive shaft 401 through the first connector. When there is a relative displacement between the first drive shaft 401 and the second drive shaft 402, the two are connected by power through the first connector. Furthermore, the first connector includes an internal spline on the first drive shaft 401 and an external spline on the second drive shaft 402.

[0047] The input end of the second drive shaft 402 is provided with a driven bevel gear 404, and the third drive shaft 403 is provided with a driving bevel gear 405, which meshes with the driven bevel gear 404.

[0048] The second drive shaft 402 is provided with a support body 406, and the end of the drive bevel gear 405 is provided with a connecting cam 407 in the shape of a hollow shaft. The connecting cam 407 is connected to the support body 406, for example, through a bearing.

[0049] The driving bevel gear 405 and the third drive shaft 403 are connected by a second connector. When there is relative displacement between the driving bevel gear 405 and the third drive shaft 403, the two are connected by a second connector. Furthermore, the second connector includes an internal spline on the driving bevel gear 405 and an external spline on the third drive shaft 403.

[0050] The working process of Example 3:

[0051] When the swing arm 2 oscillates with the wheel in an arc-shaped trajectory, the oscillation consists of vertical and horizontal displacements. The horizontal displacement causes relative displacement between the first drive shaft 401 and the second drive shaft 402, while the vertical displacement causes relative displacement between the second drive shaft 402 and the first drive shaft 401. Due to the arrangement of the first and second connecting parts, the first drive shaft 401 and the third drive shaft 403 ensure the power transmission between the wheel and the power source when the swing arm 2 oscillates.

[0052] The first drive shaft 401 is connected to the wheels, and the third drive shaft 403 is connected to the power source of the model car.

[0053] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model in any way. Although the present utility model has been disclosed above with reference to a preferred embodiment, it is not intended to limit the present utility model. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present utility model. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present utility model without departing from the scope of the present utility model shall still fall within the scope of the present utility model.

Claims

1. A model vehicle structure that improves suspension stability and durability, characterized by, include: A mounting bracket (1) is mounted on the chassis of the model car; The swing arm (2) is connected to the fixed frame (1) by a fixing pin (5); and bushing (6), which is disposed between the fixed pin (5) and the swing arm (2).

2. The model vehicle structure of claim 1, wherein, The swing arm (2) is provided with a pin sleeve (201), and the fixed frame (1) is provided with a pin hole (101). The connection between the swing arm (2) and the fixed frame (1) is realized through the cooperation of the pin sleeve (201), the pin hole (101) and the fixed pin (5). The bushing (6) is provided between the fixed pin (5) and the pin sleeve (201).

3. The model vehicle structure of claim 2, wherein, The fixed pin (5) is fixedly connected to the pin hole (101), and the pin sleeve (201) is movably connected to the fixed pin (5).

4. The model vehicle structure of claim 3, wherein, The end of the swing arm (2) is provided with a wheel bracket (3), and the wheels of the model car are set on the wheel bracket (3).

5. A model car structure for improving suspension stability and durability according to claim 4, characterized in that, The wheels of the model car are connected to the power source of the model car through a power transmission component (4).

6. A model car structure for improving suspension stability and durability according to claim 5, characterized in that, The power transmission assembly (4) includes a third drive shaft (403) vertically mounted on the fixed frame (1) and a first drive shaft (401) and a second drive shaft (402) with their axis lines parallel to the vehicle width direction. The first drive shaft (401) is mounted on the wheel bracket (3) and is in the shape of a hollow shaft. The output end of the second drive shaft (402) is inserted into the first drive shaft (401) through the first connector. When there is a relative displacement between the first drive shaft (401) and the second drive shaft (402), the two are connected by the first connector. The input end of the second transmission shaft (402) is provided with a driven bevel gear (404), and the third transmission shaft (403) is provided with a driving bevel gear (405), which meshes with the driven bevel gear (404); The active bevel gear (405) moves together with the second drive shaft (402). The active bevel gear (405) and the third drive shaft (403) are connected by a second connector. When there is a relative displacement between the active bevel gear (405) and the third drive shaft (403), the two are connected by a second connector. The first drive shaft (401) is connected to the wheels of the model car, and the third drive shaft (403) is connected to the power source of the model car.

7. A model car structure for improving suspension stability and durability according to claim 6, characterized in that, The first connecting member includes an internal spline disposed on the first drive shaft (401) and an external spline disposed on the second drive shaft (402).

8. A model car structure for improving suspension stability and durability according to claim 6, characterized in that, The second connecting member includes an internal spline disposed on the drive bevel gear (405) and an external spline disposed on the third drive shaft (403).

9. A model car structure for improving suspension stability and durability according to claim 6, characterized in that, The second drive shaft (402) is provided with a support body (406), and the end of the drive bevel gear (405) is provided with a connecting cam (407) in the shape of a hollow shaft. The connecting cam (407) and the support body (406) are connected by a bearing.

10. A model car structure for improving suspension stability and durability according to claim 1, characterized in that, The bushing (6) has a T-shaped axial cross section.

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