Driving adjustment structure and toy car

Abstract

The utility model discloses a drive adjustment structure and toy car, including base, front drive mechanism and rear drive mechanism, still include control assembly, and control assembly is installed on the base, control assembly includes control rod, first motor, first connecting piece and second connecting piece, first motor output passes through connecting rod connection control rod, drives its axial movement, first connecting piece and second connecting piece slip the sleeve in control rod, and the limiting sheet on control rod is located between both, first connecting piece is equipped with the first clamping piece of having the salient point, and second connecting piece is equipped with the second clamping piece of having the salient point, and the front drive gear of front drive mechanism has opened the first connecting through -hole with first clamping piece salient point cooperation, and the rear drive gear of rear drive mechanism has opened the second connecting through -hole with second clamping piece salient point cooperation, when control rod moves, and the limiting sheet pushes corresponding connecting piece, makes first clamping piece salient point separate from first connecting through -hole or second clamping piece salient point separate from second connecting through -hole, to switch drive mode.

Description

Technical Field

[0001] This utility model relates to the field of toy car technology, specifically a drive adjustment structure and a toy car. Background Technology

[0002] Remote-controlled toy cars are popular among children and young players due to their high playability and competitive nature, with models possessing certain off-road capabilities and agile handling being particularly sought after. Existing remote-controlled toy car chassis structures typically include a chassis body, front and rear drive units, drive motors, power supply, and control circuitry. Shock absorption mechanisms are installed between the chassis and wheels to improve the vehicle's passability.

[0003] For example, Chinese utility model patent CN218652974U discloses a dual-drive off-road toy car, which has a front drive device and a rear drive device on its chassis body. Each device is driven by an independent drive motor that drives the wheels through the ground wheel drive box. A shock absorption mechanism is set between the chassis and the drive device to improve the obstacle avoidance ability and off-road performance on uneven roads.

[0004] However, the applicant discovered that the aforementioned existing technology and similar remote-controlled toy cars can only achieve two working modes: front-wheel drive or rear-wheel drive. The drive mode is relatively fixed, and it is impossible to flexibly switch drive modes on the same vehicle. The drive modes include front-wheel drive, rear-wheel drive, and four-wheel drive. In actual play, facing different terrains such as sand, grass, and gravel roads, a single or fixed drive mode is difficult to balance climbing ability, handling stability, and power response, thus limiting entertainment options and failing to meet players' needs for diverse driving experiences. At the same time, because the drive mode cannot be switched, the vehicle cannot optimize power distribution under different operating conditions, which can easily cause excessive motor load or tire slippage, further affecting the overall handling flexibility and lifespan of the vehicle. Utility Model Content

[0005] In order to overcome the technical defects of existing technologies and similar remote-controlled toy cars that can only achieve two working modes, front-wheel drive or rear-wheel drive, and cannot flexibly switch between multiple drive forms on the same vehicle, this utility model provides a drive adjustment structure and a toy car.

[0006] To solve the above problems, this utility model is implemented according to the following technical solution:

[0007] The present invention discloses a drive adjustment structure, comprising a base, a front drive mechanism, a rear drive mechanism, and a control component. The control component is mounted on the base. The control component includes a control rod, a first motor, a first connector, and a second connector. The output end of the first motor is connected to the control rod via a connecting rod to drive the control rod to reciprocate axially. The first and second connectors are slidably sleeved on the control rod. A limiting piece is provided on the control rod, and the limiting piece is disposed between the first and second connectors. The first connector is provided with a first snap-fit ​​element, and the second connector is provided with a... The second latching component; both the first and second latching components have protrusions; the front drive mechanism includes a front drive gear, and the front drive gear has a first connecting through hole adapted to the protrusion of the first latching component; the rear drive mechanism includes a rear drive gear, and the rear drive gear has a second connecting through hole adapted to the protrusion of the second latching component; when the control lever moves, the limiting piece pushes the first connector or the second connector, causing the protrusion of the first latching component to disengage from the first connecting through hole, or causing the protrusion of the second latching component to disengage from the second connecting through hole, so as to realize the switching of drive mode.

[0008] Preferably, the base includes a second motor and a drive gear set; the output shaft of the second motor is connected to the input end of the drive gear set, and the output end of the drive gear set meshes with the rear drive gear.

[0009] Preferably, the rear drive gear meshes with the front drive gear.

[0010] Preferably, the control lever has an initial position, a first position, and a second position; in the initial position, the protrusion of the first latching member is embedded in the first connecting through hole, and the protrusion of the second latching member is embedded in the second connecting through hole; in the first position, the limiting piece pushes the first connector, causing the protrusion of the first latching member to disengage from the first connecting through hole, while the protrusion of the second latching member remains embedded in the second connecting through hole; in the second position, the limiting piece pushes the second connector, causing the protrusion of the second latching member to disengage from the second connecting through hole, while the protrusion of the first latching member remains embedded in the first connecting through hole.

[0011] Preferably, the control lever further includes a first elastic element and a second elastic element, the first elastic element abutting against the first connecting member in the direction of the limiting piece, and the second elastic element abutting against the second connecting member in the direction of the limiting piece, so that the control lever remains in the original position when not subjected to driving force.

[0012] Preferably, the output end of the first motor is provided with an eccentric wheel, one end of the connecting rod is hinged to the eccentric wheel, and the other end is hinged to the control rod.

[0013] Preferably, both the first connector and the second connector are provided with a sleeve-shaped structure, so that the first connector and the second connector are sleeved on the control rod and slide along the control rod.

[0014] Preferably, the protrusions of the first and second snap-fit ​​components are columnar protrusions that axially protrude from the end face.

[0015] Preferably, in the original position, the second motor is simultaneously connected to the rear drive mechanism and the front drive mechanism via the drive gear set and the rear drive gear; in the first position, the protrusion of the first snap-fit ​​member disengages from the first connecting through hole, and the second motor is connected to the rear drive mechanism via the drive gear set and the rear drive gear; in the second position, the protrusion of the second snap-fit ​​member disengages from the second connecting through hole, and the second motor is connected to the front drive mechanism via the drive gear set and the rear drive gear.

[0016] A toy car is provided in a second aspect of the present invention, characterized in that the toy car includes the drive adjustment structure described in the first aspect of the present invention.

[0017] Compared with the prior art, the beneficial effects of this utility model are:

[0018] The control components, including a control lever, a first motor, a first connector, and a second connector, utilize the first motor to drive the control lever to reciprocate axially via a linkage. This allows a limiting plate to selectively push either the first or second connector, causing the protrusion of the first engaging member to engage or disengage from the first connecting through-hole, and the protrusion of the second engaging member to engage or disengage from the second connecting through-hole. This enables flexible switching between front-wheel drive, rear-wheel drive, and four-wheel drive modes. This solves the problem of existing remote-controlled toy cars having fixed drive modes and being unable to switch between multiple drive modes on the same vehicle. The vehicle can select the optimal drive mode as needed on different terrains such as sand, grass, and gravel roads, balancing climbing ability, handling stability, and power response, thus enriching the play experience. Furthermore, because the drive mode can be adjusted according to working conditions, it avoids the motor continuously operating at high load under incompatible drive modes, reduces tire slippage, optimizes power distribution, and effectively improves the overall vehicle's handling flexibility and extends its service life. Attached Figure Description

[0019] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings, wherein:

[0020] Figure 1 This is a schematic diagram of the original position structure of a drive adjustment structure and a toy car according to this utility model;

[0021] Figure 2 This is a schematic diagram of a drive adjustment structure and a toy car in the first position according to the present invention;

[0022] Figure 3 This is a schematic diagram of a drive adjustment structure and a second position structure of a toy car according to the present invention;

[0023] In the diagram: 1-base, 11-second motor, 12-drive gear set;

[0024] 2-Control component, 21-Control lever, 211-Limit plate, 22-First motor, 221-Connecting rod, 222-Eccentric wheel, 23-First connector, 231-First snap-fit, 232-Protrusion, 233-First elastic element, 24-Second connector, 241-Second snap-fit, 242-Second elastic element;

[0025] 3-Front drive mechanism, 31-Front drive gear, 311-First connecting through hole;

[0026] 4-Rear drive mechanism, 41-Rear drive gear. Detailed Implementation

[0027] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0028] Example 1:

[0029] like Figures 1-3As shown, the drive adjustment structure of this utility model includes a base 1, a front drive mechanism 3, a rear drive mechanism 4, and a control component 2. The control component 2 is mounted on the base 1. The control component 2 includes a control rod 21, a first motor 22, a first connecting member 23, and a second connecting member 24. The output end of the first motor 22 is connected to the control rod 21 via a connecting rod 211 to drive the control rod 21 to reciprocate axially. The first connecting member 23 and the second connecting member 24 are slidably sleeved on the control rod 21. A limiting piece 211 is provided on the control rod 21, and the limiting piece 211 is disposed between the first connecting member 23 and the second connecting member 24. The first connecting member 23 is provided with a first snap-fit ​​member 231, and the second connecting member 24 is provided with a second snap-fit ​​member 24. The first and second latching components 231 are each provided with a protrusion 232. The front drive mechanism 3 includes a front drive gear 31, which has a first connecting through hole 311 that matches the protrusion 232 of the first latching component 231. The rear drive mechanism 4 includes a rear drive gear 41, which has a second connecting through hole that matches the protrusion 232 of the second latching component 241. When the control rod 21 moves, the limiting piece 211 pushes the first connector 23 or the second connector 24, causing the protrusion 232 of the first latching component 231 to disengage from the first connecting through hole 311, or causing the protrusion 232 of the second latching component 241 to disengage from the second connecting through hole, thereby achieving drive mode switching. In a preferred embodiment, the output end of the first motor 22 is provided with an eccentric wheel 222, one end of the connecting rod 211 is hinged to the eccentric wheel 222, and the other end is hinged to the control rod 21.

[0030] It is understood that in one specific embodiment of the drive adjustment structure described in this utility model, the structure includes a base 1 as the mounting foundation. The base 1 can be the chassis of a toy car, and a front drive mechanism 3 and a rear drive mechanism 4 located at the front and rear of the vehicle, respectively. To achieve flexible switching of drive modes, a control component 2 is provided on the base 1.

[0031] The control assembly 2 includes a control rod 21 that can reciprocate axially, and a first motor 22 that provides power to it. The output end of the first motor 22 is connected to the control rod 21 via a connecting rod 211. When the first motor 22 is running, the eccentric wheel 222 can drive the control rod 21 to move back and forth in its axial direction. A first connecting member 23 and a second connecting member 24 are slidably sleeved on the control rod 21, and the two can slide independently along the control rod 21. A limiting piece 211 is fixedly provided on the control rod 21, located between the first connecting member 23 and the second connecting member 24. The limiting piece 211 acts as a pushing component and can selectively contact the first connecting member 23 or the second connecting member 24 as the control rod 21 moves.

[0032] The first connecting member 23 is equipped with a first snap-fit ​​member 231, and the second connecting member 24 is equipped with a second snap-fit ​​member 241. Both snap-fit ​​members have integrally formed protrusions 232 on their end faces. The front drive mechanism 3 includes a front drive gear 31, and the end face of the front drive gear 31 has a first connecting through hole 311 that matches the shape and position of the protrusions 232 of the first snap-fit ​​member 231. The rear drive mechanism 4 includes a rear drive gear 41, and the end face of the rear drive gear 41 also has a second connecting through hole that matches the protrusions 232 of the second snap-fit ​​member 241, such as... Figures 2-3 As shown, the front drive gear 31 and the rear drive gear 41 have the same shape, and the shape and position of the first connecting through hole 311 are also consistent with the shape and position of the second connecting through hole.

[0033] In its initial state, the protrusions 232 of the two locking components are respectively embedded in the corresponding gear connection through holes, keeping the control component 2 and the front and rear drive mechanisms 4 connected simultaneously, and the vehicle is in four-wheel drive mode. When it is necessary to switch to rear-wheel drive, the first motor 22 drives the control lever 21 to move towards the first connector 23. The limiting piece 211 on the lever then pushes the first connector 23 to slide outward, causing the protrusions 232 of the first locking component 231 to completely exit from the first connection through hole 311, thereby cutting off the power transmission path to the front drive mechanism 3 and keeping only the connection of the rear drive mechanism 4, realizing the rear-wheel drive mode. Conversely, if the control lever 21 moves towards the second connector 24, the limiting piece 211 will push the second connector 24, causing the protrusions 232 of the second locking component 241 to disengage from the second connection through hole, disconnecting the rear drive mechanism 4 from the power source, while keeping the front drive mechanism 3 engaged, and the vehicle switches to front-wheel drive mode. Through this series of mechanical actions, the user only needs to control the rotation direction and stroke of the first motor 22 to allow the vehicle to switch between four-wheel drive, rear-wheel drive and front-wheel drive modes at will.

[0034] In a preferred embodiment, the base 1 includes a second motor 11 and a drive gear set 12; the output shaft of the second motor 11 is connected to the input end of the drive gear set 12, and the output end of the drive gear set 12 meshes with the rear drive gear 41. The rear drive gear 41 meshes with the front drive gear 31.

[0035] Understandably, the base 1 of the drive adjustment structure includes a second motor 11 that provides driving power and a set of drive gears 12. The output shaft of the second motor 11 is directly connected to the input end of the drive gear set 12, responsible for transmitting rotational power to the drive gear set 12. The output end of the drive gear set 12 meshes with the rear drive gear 41 in the rear drive mechanism 4, transmitting power to the rear drive gear 41 through gear transmission. At the same time, the rear drive gear 41 also maintains a meshing relationship with the front drive gear 31 in the front drive mechanism 3, forming a complete power chain that starts from the second motor 11, is transmitted through the drive gear set 12 to the rear drive gear 41, and then the rear drive gear 41 drives the front drive gear 31.

[0036] When the protrusion of the first latching member 231 on the first connector 23 is inserted into the first connecting through hole 311 of the front drive gear 31, and the protrusion of the second latching member 241 on the second connector 24 is inserted into the connecting through hole of the rear drive gear 41, power is synchronously transmitted from the rear drive gear 41 to the front and rear drive mechanisms, and the vehicle is in four-wheel drive mode. When the control lever 21 drives the limiting piece 211 to push the first connector 23, causing the protrusion 232 of the first latching member 231 to disengage from the front drive gear 31, the front drive gear 31 rotates freely, and power is only output through the rear drive gear 41. The rear drive gear 41 drives the second latching member 241 to drive the rear drive mechanism 4, which is the rear drive mode. Conversely, if the protrusion 232 of the second latching member 241 of the second connector 24 disengages from the rear drive gear 41, the rear drive mechanism 4 is disconnected. At this time, the driving force is transmitted along the drive gear set 12, the rear drive gear 41, and then through the meshing relationship to the front drive gear 31, so that the vehicle drives in front-wheel drive mode. This power transmission route uses a single second motor 11 as the power source, which stably supports the switching of the three driving modes.

[0037] In a preferred embodiment, the control lever 21 has an initial position, a first position, and a second position. In the initial position, the protrusion 232 of the first latching member 231 is embedded in the first connecting through hole 311, and the protrusion 232 of the second latching member 241 is embedded in the second connecting through hole. In the first position, the limiting piece 211 pushes the first connecting member 23, causing the protrusion 232 of the first latching member 231 to disengage from the first connecting through hole 311, while the protrusion 232 of the second latching member 241 remains embedded in the second connecting through hole. In the second position, the limiting piece 211 pushes the second connecting member 24, causing the protrusion 232 of the second latching member 241 to disengage from the second connecting through hole, while the protrusion 232 of the first latching member 231 remains embedded in the first connecting through hole 311. In the original position, the second motor 11 is simultaneously connected to the rear drive mechanism 4 and the front drive mechanism 3 via the drive gear set 12 and the rear drive gear 41. In the first position, the protrusion 232 of the first latching member 231 disengages from the first connecting through hole 311, and the second motor 11 is connected to the rear drive mechanism 4 via the drive gear set 12 and the rear drive gear 41. In the second position, the protrusion 232 of the second latching member 241 disengages from the second connecting through hole, and the second motor 11 is connected to the front drive mechanism 3 via the drive gear set 12 and the rear drive gear 41. The control lever 21 also includes a first elastic element 233 and a second elastic element 242. The first elastic element 233 abuts against the first connecting member 23 in the direction of the limiting piece 211, and the second elastic element 242 abuts against the second connecting member 24 in the direction of the limiting piece 211, so that the control lever 21 remains in the original position when not subjected to driving force. Both the first connector 23 and the second connector 24 are provided with a sleeve-like structure, so that the first connector 23 and the second connector 24 are sleeved on the control rod 21 and slide along the control rod 21. The protrusions 232 of the first snap-fit ​​member 231 and the second snap-fit ​​member 241 are columnar protrusions that axially protrude from the end face.

[0038] It is understood that the control lever 21 has three movable positions: an initial position, a first position, and a second position. Both the first connecting member 23 and the second connecting member 24 are provided with sleeve-like structures, which slidably fit onto the control lever 21, allowing for smooth movement along the axial direction of the control lever 21. The control lever 21 is also equipped with a first elastic element 233 and a second elastic element 242. The first elastic element 233 abuts against the first connecting member 23 towards the limiting plate 211, and the second elastic element 242 similarly abuts against the second connecting member 24 towards the limiting plate 211. Under the action of these two elastic elements, when the control lever 21 is not driven by the first motor 22, the first connecting member 23 and the second connecting member 24 are pressed against the sides of the limiting plate 211 by elastic thrust, thus stably maintaining the control lever 21 in its initial position. The first elastic element 233 and the second elastic element 242 can be selected as elastic elements such as springs according to actual production needs. In this embodiment, the protrusions 232 of the first snap-fit ​​element 231 and the second snap-fit ​​element 241 are columnar protrusions that axially protrude from the end face. The cooperation between such columnar protrusions and the first connecting through hole 311 and the second connecting through hole is more reliable and can transmit greater torque.

[0039] When the control lever 21 is in its original position, the columnar protrusion of the first latching member 231 is inserted into the first connecting through hole 311, and the columnar protrusion 232 of the second latching member 241 is inserted into the second connecting through hole. At this time, the power transmission route is as follows: the second motor 11 transmits power to the drive gear set 12, and the output end of the drive gear set 12 drives the rear drive gear 41 to rotate; the rear drive gear 41 directly drives the rear drive mechanism 4 on the one hand, and transmits power to the front drive mechanism 3 through the meshing relationship with the front drive gear 31 on the other hand, thereby simultaneously driving the front and rear drive mechanisms to achieve four-wheel drive.

[0040] When switching to rear-wheel drive mode is required, the first motor 22 drives the control lever 21 to move to the first position. At this time, the limiting piece 211 moves with the control lever 21, pushing the first connecting piece 23 to slide outward against the elastic force of the first elastic member 233, so that the columnar protrusion 232 of the first locking piece 231 completely disengages from the first connecting through hole 311. Meanwhile, the second connecting piece 24 remains stationary under the elastic force of the second elastic member 242, and its columnar protrusion 232 remains embedded in the second connecting through hole. In this way, the power connection of the front drive mechanism 3 is cut off, while the rear drive mechanism 4 remains connected. The power transmission path becomes that the second motor 11 is only connected to the rear drive mechanism 4 through the drive gear set 12, and the vehicle travels in rear-wheel drive mode.

[0041] When switching to front-wheel drive mode is required, the first motor 22 drives the control lever 21 to move to the second position. The limiting piece 211 then pushes the second connector 24 to the other side, overcoming the action of the second elastic member 242, causing the columnar protrusion 232 of the second snap-fit ​​member 241 to disengage from the second connecting through hole, while the first connector 23, under the action of the first elastic member 233, keeps its columnar protrusion 232 embedded in the first connecting through hole 311. At this time, the rear drive mechanism 4 is disconnected from the power supply, but since the rear drive gear 41 is still meshed with the front drive gear 31, the power is transmitted from the second motor 11 through the drive gear set 12 to the rear drive gear 41, and then from the rear drive gear 41 to the front drive gear 31, ultimately outputting only through the front drive mechanism 3 to achieve front-wheel drive.

[0042] Due to the presence of the first elastic element 233 and the second elastic element 242, when the first motor 22 stops applying driving force, the control lever 21 will automatically return to its original position under the reset thrust of the elastic elements. The columnar protrusions 232 of the two snap-fit ​​parts will re-embed into the corresponding connecting through holes, and the vehicle will reliably return to four-wheel drive mode. This automatic reset function ensures that the control component 2 is always in four-wheel drive mode by default when it does not receive a switching command. Even in the event of an unexpected power outage or signal interruption, the vehicle can still drive safely in four-wheel drive mode, improving the overall reliability of the vehicle.

[0043] Other structures of the drive adjustment structure described in this embodiment are referred to in the prior art.

[0044] Example 2:

[0045] A toy car is provided in the second aspect of this utility model, the toy car including a base 1 connected to the drive adjustment structure described in the first aspect of this utility model.

[0046] 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. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present utility model without departing from the technical solution of the present utility model shall still fall within the scope of the technical solution of the present utility model.

Claims

1. A driving adjustment structure comprising a base, a front driving mechanism and a rear driving mechanism, characterized in that, It also includes a control component, which is mounted on the base; The control assembly includes a control lever, a first motor, a first connector, and a second connector; The output end of the first motor is connected to the control rod via a connecting rod to drive the control rod to reciprocate axially. The first connector and the second connector are slidably sleeved on the control rod, and the control rod is provided with a limiting piece, which is disposed between the first connector and the second connector; The first connector is provided with a first snap-fit ​​component, and the second connector is provided with a second snap-fit ​​component; both the first snap-fit ​​component and the second snap-fit ​​component are provided with protrusions; The front drive mechanism includes a front drive gear, and the front drive gear has a first connecting through hole that matches the protrusion of the first snap-fit ​​member. The rear drive mechanism includes a rear drive gear, and the rear drive gear has a second connecting through hole that matches the protrusion of the second snap-fit ​​member. When the control lever moves, the limiting piece pushes the first connector or the second connector, causing the protrusion of the first latching member to disengage from the first connecting through hole, or causing the protrusion of the second latching member to disengage from the second connecting through hole, thereby achieving drive mode switching.

2. The drive adjustment structure according to claim 1, characterized in that: The base includes a second motor and a drive gear set; The output shaft of the second motor is connected to the input end of the drive gear set, and the output end of the drive gear set meshes with the rear drive gear.

3. The drive adjustment structure according to claim 2, characterized in that: The rear drive gear meshes with the front drive gear.

4. The drive adjustment structure according to claim 3, characterized in that: The control lever has an initial position, a first position, and a second position; In the original position, the protrusion of the first snap-fit ​​member is embedded in the first connecting through hole, and the protrusion of the second snap-fit ​​member is embedded in the second connecting through hole; At the first position, the limiting piece pushes the first connector, causing the protrusion of the first snap-fit ​​member to disengage from the first connecting through hole, while the protrusion of the second snap-fit ​​member remains embedded in the second connecting through hole. In the second position, the limiting piece pushes the second connector, causing the protrusion of the second snap-fit ​​member to disengage from the second connecting through hole, while the protrusion of the first snap-fit ​​member remains embedded in the first connecting through hole.

5. The drive adjustment structure according to claim 4, characterized in that: The control lever also includes a first elastic element and a second elastic element; The first elastic element abuts against the first connecting member in the direction of the limiting piece, and the second elastic element abuts against the second connecting member in the direction of the limiting piece, so that the control lever remains in the original position when not subjected to driving force.

6. The drive adjustment structure according to claim 1, characterized in that: The output end of the first motor is provided with an eccentric wheel, one end of the connecting rod is hinged to the eccentric wheel, and the other end is hinged to the control rod.

7. The drive adjustment structure according to claim 1, characterized in that: Both the first connector and the second connector are provided with a sleeve-shaped structure, so that the first connector and the second connector are sleeved on the control rod and slide along the control rod.

8. The drive adjustment structure according to claim 1, characterized in that: The protrusions of the first and second snap-fit ​​components are columnar protrusions that axially protrude from the end face.

9. The drive adjustment structure according to claim 4, characterized in that: In the original position, the second motor is simultaneously connected to the rear drive mechanism and the front drive mechanism via the drive gear set and the rear drive gear; In the first position, the protrusion of the first snap-fit ​​part disengages from the first connecting through hole, and the second motor is connected to the rear drive mechanism through the drive gear set and the rear drive gear. In the second position, the protrusion of the second snap-fit ​​member disengages from the second connecting through hole, and the second motor is connected to the front drive mechanism via the drive gear set and the rear drive gear.

10. A toy car, characterized in that, The toy vehicle includes the drive adjustment structure as described in any one of claims 1 to 9.

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