Asymmetric wheel hub, model car tire and model car

Abstract

The utility model discloses a kind of asymmetric wheel hub, model car tire and model car, applied to model car, the wheel hub is connected with portal axle, gear box is equipped at the both ends of the portal axle, the gear box can rotate relative to the portal axle around main pin axis, comprising: wheel hub main body, wheel hub outer ring and wheel hub inner ring, the wheel hub main body is connected with the gear box;The wheel hub outer ring is located at one side of the wheel hub main body;The wheel hub inner ring is located at the other side of the wheel hub main body, the diameter of the wheel hub inner ring is greater than the diameter of the wheel hub outer ring, the gear box part is contained in the wheel hub inner ring.The utility model can shorten the distance between wheel hub installation surface and main pin axis, reduce the turning radius of car, reduce the phenomenon that tire main body deforms, improve the turning performance of car.

Description

Technical Field

[0001] This utility model relates to the field of model car technology, specifically to an asymmetrical wheel hub, model car tires, and a model car. Background Technology

[0002] Remote-controlled off-road model cars are the largest and most diverse category in the field of remote-controlled model cars. They are usually designed to drive on unpaved roads, such as grass, sand, dirt roads, mud, and even rock piles. For model cars that pursue ultimate off-road capability, portal axles change the performance boundaries of the vehicle.

[0003] Current remote-controlled model cars use symmetrical outer and inner rims with roughly the same diameter. Portal axles typically have gearboxes on both sides, but these gearboxes are usually larger than the inner diameter of the rim. Due to the limitations of standard tire body dimensions, interference can only be avoided by extending the coupling and axle to move the entire tire body outward. However, after extending the coupling and axle, the distance between the rim mounting surface and the steering rotation center becomes too large, causing the model car to have a large turning radius and excessive thrust on the tire body during turns, resulting in deformation and affecting the model car's turning performance. Utility Model Content

[0004] This invention aims to at least partially solve the technical problem in related technologies where the gearbox volume is larger than the inner diameter of the wheel hub, and due to the limitation of the standard tire body size, the only way to avoid interference is to move the entire tire body outward by extending the coupling and axle. However, after extending the coupling and axle, the distance between the wheel hub mounting surface and the rotation center of the steering wheel is too large, resulting in the model car having a large turning radius and the tire body being subjected to too much thrust when turning, thus affecting the turning performance of the model car.

[0005] Therefore, one objective of this utility model is to provide an asymmetrical wheel hub for use in a model car, wherein the wheel hub is connected to a portal axle, and gearboxes are provided at both ends of the portal axle. The gearboxes are rotatable relative to the portal axle about a kingpin axis, and include:

[0006] A hub body, which is connected to the gearbox;

[0007] The outer rim of the wheel hub is located on one side of the wheel hub body;

[0008] The inner ring of the wheel hub is located on the other side of the wheel hub body, and the diameter of the inner ring of the wheel hub is larger than the diameter of the outer ring of the wheel hub. The gearbox portion is housed within the inner ring of the wheel hub.

[0009] Preferably, the hub body includes:

[0010] A first mounting part is fixed to the outer ring of the wheel hub;

[0011] The second mounting part is fixed to the inner ring of the wheel hub;

[0012] A connecting wall is provided, with its two sides connected to the first mounting portion and the second mounting portion respectively, and gradually narrowing from the second mounting portion to the first mounting portion.

[0013] Preferably, the first mounting portion has a first side and a second side, the outer ring of the hub is fixed to the first side, and the second side faces the gearbox.

[0014] Preferably, the first mounting portion has a central hole and a mounting cylinder wall surrounding the central hole and protruding from the second side surface, wherein the inner bottom surface of the mounting cylinder wall is a hub mounting surface.

[0015] Preferably, the distance between the hub mounting surface and the kingpin axis is 10mm-12mm.

[0016] Preferably, the outer peripheral surface of the mounting cylinder wall is provided with a plurality of spokes, the plurality of spokes are arranged at intervals around the mounting cylinder wall, and one end of each spoke is connected to the mounting cylinder wall and the other end is connected to the connecting wall.

[0017] Preferably, the protrusion height of the mounting cylinder wall on the second side is greater than half of the axial distance of the hub body.

[0018] Preferably, the volume of the gearbox housed within the hub body and the inner ring of the hub is greater than one-half of the total volume of the gearbox.

[0019] The second objective of this utility model is to provide a model car tire body, comprising:

[0020] Such as the asymmetrical wheel hub mentioned above;

[0021] The tire body is fixed to the wheel hub body, and the tire body includes an outer tire bead and an inner tire bead. The diameter of the inner tire bead is larger than the diameter of the outer tire bead, and the outer wheel hub ring is clamped to the outer tire bead, and the inner wheel hub ring is clamped to the inner tire bead.

[0022] The third objective of this utility model is to provide a model car, including the asymmetrical wheel hubs of the model car as described above.

[0023] The above-described solution of this utility model has at least the following beneficial effects:

[0024] The asymmetrical wheel hub provided by this utility model sets the diameter of the inner ring of the wheel hub to be larger than the diameter of the outer ring of the wheel hub. This allows the inner ring of the wheel hub to be installed inside the tire body, and the outer ring of the wheel hub to be installed inside the tire body. Together with the inner ring, the outer ring clamps and fixes the tire body, thereby ensuring that the support on the inner side of the tire body is stronger than that on the outer side. Furthermore, by using the gearbox that is jointly accommodated by the inner ring and the wheel body, the distance between the wheel hub mounting surface and the kingpin axis can be shortened, reducing the turning radius of the vehicle, reducing tire deformation, and improving the vehicle's turning performance.

[0025] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the existing tire body, gearbox, and portal axle provided in the embodiments of this utility model;

[0028] Figure 2 This is a schematic diagram of the existing tire body and gearbox provided in the embodiments of this utility model;

[0029] Figure 3 This is a schematic diagram of the existing wheel hub and gearbox provided in the embodiments of this utility model;

[0030] Figure 4 This is a schematic diagram of the asymmetric hub provided in the embodiment of this utility model;

[0031] Figure 5 This is an exploded view of the asymmetric hub provided in this embodiment of the utility model;

[0032] Figure 6 This is a structural schematic diagram of the asymmetric hub, gearbox, and portal axle provided in the embodiments of this utility model;

[0033] Figure 7 This is a structural schematic diagram of the asymmetric hub and gearbox provided in the embodiment of this utility model;

[0034] Figure 8 This is a schematic diagram of the structure of the wheel hub body provided in this embodiment of the utility model;

[0035] Figure 9 This is a cross-sectional view of the asymmetric hub and gearbox provided in the embodiment of this utility model;

[0036] Figure 10 This is a schematic diagram of the tire body provided in an embodiment of the present invention.

[0037] Explanation of icon numbers:

[0038] 10. Hub body; 11. First mounting part; 111. First side; 112. Second side; 12. Second mounting part; 13. Connecting wall; 14. Center hole; 15. Mounting cylinder wall; 16. Mounting surface; 17. Spoke; 20. Hub outer ring; 30. Hub inner ring; 40. Portal axle; 41. Kingpin axle; 50. Gearbox; 60. Tire body; 61. Outer tire bead; 62. Inner tire bead.

[0039] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0040] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without inventive effort are within the scope of protection of this utility model.

[0041] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "circumferential", "radial", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0042] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0043] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0044] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0045] The following describes in detail, with reference to the accompanying drawings, an embodiment of the present invention, including an asymmetrical wheel hub, a model car tire body, and a model car.

[0046] Reference Figures 1 to 3 As shown, Figures 1 to 3 This is a schematic diagram of the existing model wheel hub and gearbox 50 assembly structure. As shown in the diagram, the outer and inner diameters of the existing model wheel hub are symmetrical and basically the same. The gearboxes 50 located on both sides of the portal axle 40 are relatively large, meaning their volume is usually larger than the inner diameter of the wheel hub. Due to the limitations of standard tire sizes, the only way to avoid interference between the gearbox 50 and the wheel hub is to extend the coupling and axle by moving the entire tire outwards. Figure 2 As can be seen, the distance between the wheel hub mounting surface 16 and the kingpin axis 41 is relatively large (greater than 22mm), which can easily lead to a large turning radius and excessive tire deformation when the vehicle is turning, thus affecting the vehicle's turning performance.

[0047] Reference Figures 4 to 7As shown, the asymmetrical wheel hub provided in this embodiment of the present invention is applied to a model car. The wheel hub is connected to the portal axle. The two ends of the portal axle are provided with gearboxes 50. The gearboxes 50 can rotate relative to the portal axle around the kingpin axis 41. The portal axle mainly enhances the passability in complex terrain by moving the axle upward and using gear transmission to increase the ground clearance.

[0048] Specifically, the aforementioned asymmetrical wheel hub includes: a wheel hub body 10, a wheel hub outer ring 20, and a wheel hub inner ring 30. The wheel hub body 10 is connected to a gearbox 50. The gearbox 50 is mainly used to transmit the internal gear transmission to the wheel hub body 10. The wheel hub outer ring 20 is located on one side of the wheel hub body 10, and the wheel hub inner ring 30 is located on the other side of the wheel hub body 10, so that the tire body 60 can be fixed on the wheel hub body 10 and clamped and fixed by the wheel hub inner ring 30 and the wheel hub outer ring 20. This allows the gearbox 50 to be partially accommodated inside the wheel hub inner ring 30, and allows the gearbox 50 to be closer to the wheel hub body 10. The diameter of the wheel hub inner ring 30 is larger than the outer length and width of the gearbox 50, so that the gearbox 50 can be closer to the wheel hub body 10. Furthermore, the diameter of the wheel hub inner ring 30 is larger than the diameter of the wheel hub outer ring 20, which can reduce the deformation of the tire body 60.

[0049] Reference Figure 8 As shown, the hub body 10 includes a first mounting part 11, a second mounting part 12, and a connecting wall 13. The first mounting part 11 is fixed to the outer ring 20 of the hub, and the diameter of the first mounting part 11 is the same as that of the outer ring 20 of the hub. The second mounting part 12 is fixed to the inner ring 30 of the hub, and the diameter of the second mounting part 12 is the same as that of the inner ring 30 of the hub and is greater than the outer length and width of the gearbox 50. The connecting wall 13 is connected to the first mounting part 11 and the second mounting part 12 on both sides, and gradually narrows from the second mounting part 12 to the first mounting part 11, so that the second mounting part 12 and the connecting wall 13 form an inwardly concave structure. This allows the concave structure formed by the second mounting part 12 and the connecting wall 13 to accommodate a part of the gearbox 50, thereby bringing the gearbox 50 closer to the hub body 10. The second mounting part 12 and the inner ring 30 of the hub, with a diameter greater than the outer dimensions of the gearbox 50, can prevent interference between the gearbox 50 and the hub.

[0050] Reference Figure 8 and Figure 9As shown, the first mounting part 11 has a first side 111 and a second side 112. The outer ring 20 of the wheel hub is fixed to the first side 111 and is fixed to the edge of the first mounting part 11 with bolts to clamp and fix the outer side of the tire body 60. The second side 112 faces the gearbox 50. The first mounting part 11 has a center hole 14 for precise alignment of the wheel hub and the vehicle to ensure accurate positioning of the model car. The center hole 14 and the mounting cylinder wall 15 surrounding the center hole 14 and protruding from the second side 112 are also present. The inner bottom surface of the mounting cylinder wall 15 is the wheel hub mounting surface 16, which is used to bear the weight and force of the entire vehicle. The gearbox 50 has a drive shaft connected to the inside of the mounting cylinder wall 15 so that the wheel hub can be rotated when the drive shaft inside the gearbox 50 rotates. The inner side of the mounting cylinder wall 15 forms an internal hexagonal structure so that the wheel hub body 10 is connected and fixed to the drive shaft of the gearbox 50 by a hexagonal nut.

[0051] It is understandable that by accommodating the gearbox 50 within the hub body 10, the distance between the hub mounting surface 16 and the kingpin axis 41 is 10mm-12mm, thereby reducing the turning radius of the model car and improving its turning performance. The distance between the hub mounting surface 16 and the kingpin axis 41 can be 11mm or other sizes, without any limitation.

[0052] Reference Figure 8 As shown, the outer circumferential surface of the mounting cylinder wall 15 is provided with multiple spokes 17. The multiple spokes 17 are arranged at intervals around the mounting cylinder wall 15, and one end of each spoke 17 is connected to the mounting cylinder wall 15, and the other end is connected to the connecting wall 13. This allows the multiple spokes 17 to improve the lateral rigidity and torsional rigidity of the wheel hub, thereby improving the support of the wheel hub.

[0053] Optionally, the protrusion height of the mounting cylinder wall 15 on the second side 112 is greater than half the axial distance of the hub body 10. The height of the mounting cylinder wall 15 should be sufficient to accommodate the gearbox 50 within the hub while ensuring overall rigidity. This allows the gearbox 50 to accommodate most of its volume within the hub body 10 and the inner ring 30, with the accommodated volume being greater than half the total volume of the gearbox 50. This results in a smaller distance between the gearbox 50 and the mounting surface 16, shortening the distance between the hub mounting surface 16 and the kingpin axis 41.

[0054] Refer to Figure 9 and Figure 10As shown, the model car tire provided in the embodiment of this utility model includes an asymmetrical rim and a tire body 60 as described above. The tire body 60 is fixed to the rim body 10, and the tire body includes an outer bead 61 and an inner bead 62. The diameter of the inner bead 62 is larger than the diameter of the outer bead 61. The outer rim 20 is clamped to the outer bead 61, and the inner rim 30 is clamped to the inner bead 62. The tire body 60 is fixed to the rim body 10, so it can be clamped and fixed by the outer rim 20 and the inner rim 30. The inner diameter of the outer bead 61 is approximately the same as that of the outer rim 20, and the inner diameter of the inner bead 62 is approximately the same as that of the inner rim 30. This allows the inner side of the tire body 60 to have stronger support than the outer side during use.

[0055] The model car provided in the embodiments of this utility model includes the asymmetrical wheel hub of the model car as described above. The model car can be a monster truck model car, a climbing model car, or an off-road model car. By using the tire body 60 described above, the off-road performance of the model car can be improved, making the off-road performance of the model car better and the turning performance better.

[0056] The asymmetrical wheel hub provided by this utility model sets the diameter of the inner ring 30 of the wheel hub to be larger than the diameter of the outer ring 20 of the wheel hub. This allows the inner ring 30 to be installed inside the tire body 60, and the outer ring 20 to be installed inside the tire body 60. Together with the inner ring 30, the outer ring 20 clamps and fixes the tire body 60, thereby ensuring that the support on the inner side of the tire body 60 is stronger than that on the outer side. Furthermore, by using the gearbox 50, which is jointly accommodated by the inner ring 30 and the wheel body 10, the distance between the wheel hub mounting surface 16 and the kingpin axis 41 can be shortened, thereby reducing the turning radius of the vehicle, reducing the deformation of the tire body 60, and improving the turning performance of the vehicle.

[0057] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0058] The above description is only a preferred embodiment of the present utility model and does not limit the patent scope of the present utility model. All equivalent structural transformations made under the inventive concept of the present utility model using the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. An asymmetrical wheel hub, applied to a model car, wherein the wheel hub is connected to a portal axle, and gearboxes are provided at both ends of the portal axle, the gearboxes being rotatable relative to the portal axle about a kingpin axis, characterized in that, include: A hub body, which is connected to the gearbox; The outer rim of the wheel hub is located on one side of the wheel hub body; The inner ring of the wheel hub is located on the other side of the wheel hub body. The diameter of the inner ring of the wheel hub is larger than the diameter of the outer ring of the wheel hub. The gearbox portion is housed within the inner ring of the wheel hub.

2. The asymmetric hub according to claim 1, characterized in that, The hub body includes: A first mounting part is fixed to the outer ring of the wheel hub; The second mounting part is fixed to the inner ring of the wheel hub; A connecting wall is provided, with its two sides connected to the first mounting portion and the second mounting portion respectively, and gradually narrowing from the second mounting portion to the first mounting portion.

3. The asymmetric hub according to claim 2, characterized in that, The first mounting portion has a first side and a second side, the outer ring of the hub is fixed to the first side, and the second side faces the gearbox.

4. The asymmetric wheel hub according to claim 3, characterized in that, The first mounting part has a central hole and a mounting cylinder wall surrounding the central hole and protruding from the second side, the inner bottom surface of the mounting cylinder wall being a hub mounting surface.

5. The asymmetric wheel hub according to claim 4, characterized in that, The distance between the hub mounting surface and the kingpin axis is 10mm-12mm.

6. The asymmetric wheel hub according to claim 4, characterized in that, The outer circumferential surface of the mounting cylinder wall is provided with a plurality of spokes, which are spaced apart around the mounting cylinder wall, and one end of each spoke is connected to the mounting cylinder wall and the other end is connected to the connecting wall.

7. The asymmetric wheel hub according to claim 4, characterized in that, The protrusion height of the mounting cylinder wall on the second side is greater than half of the axial distance of the hub body.

8. The asymmetric hub according to claim 1, characterized in that, The volume of the gearbox housed within the hub body and the inner ring of the hub is greater than one-half of the total volume of the gearbox.

9. A model car tire, characterized in that, include: The asymmetric hub as described in any one of claims 1 to 8; The tire body is fixed to the wheel hub body, and the tire body includes an outer tire bead and an inner tire bead. The diameter of the inner tire bead is larger than the diameter of the outer tire bead, and the outer wheel hub ring is clamped to the outer tire bead, and the inner wheel hub ring is clamped to the inner tire bead.

10. A model car, characterized in that, Including the asymmetrical wheel hub of the model car as described in any one of claims 1 to 8.

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