Clamping component for a wheel bearing of a model vehicle

Abstract

A clamping component (44) for a wheel bearing of a model vehicle is disclosed, comprising a bearing body (72) with - a wheel carrier for rotatably mounting a wheel (13) about an axis of rotation (26), - a tie rod connection (48) for connecting a tie rod, and - a chassis connection for transmitting weight force of the chassis (12) to the wheel, characterized in that - the bearing body (72) has at least two positive locking elements (78) with which a clamping component (50) for holding a brake caliper (80) can be connected radially to the axis of rotation (26) in order to positively lock it in the circumferential direction about the axis of rotation (26).

Description

[0001] The present invention relates to a clamping block according to the preamble of claim 1 and a clamping block according to the preamble of claim 8.

[0002] The LEGO Technic set 42115 Lamborghini Siän FKP 37 includes brake discs and brake calipers as decorative elements. According to the building instructions, the brake disc is mounted on an axle or hub, and the brake caliper is placed next to it as a separate part.

[0003] The purpose of the invention is to improve the known system.

[0004] The problem is solved by the features of the independent claims. Preferred further developments are the subject of the dependent claims.

[0005] Starting from a clamping block for a wheel bearing of a model vehicle, a bearing body with a wheel carrier for rotatably mounting a wheel about an axis of rotation, a tie rod connection for connecting a tie rod and a chassis connection for transmitting weight force of the chassis to the wheel, the bearing body according to the invention has at least two positive locking elements with which a clamping block for holding a brake caliper can be connected radially to the axis of rotation in order to positively lock it in the circumferential direction about the axis of rotation.

[0006] One disadvantage of the aforementioned Lego solution is that the brake caliper is not mechanically connected to the wheel bearing module, but merely attached to the surrounding structure as a separate decorative element. This lack of a secure, technical connection to the rotatable wheel carrier means that the brake caliper lacks a defined position in the circumferential direction. Consequently, the brake caliper is not positionally stable relative to the wheel's rotation and can easily be misaligned or accidentally moved during play. Furthermore, the brake caliper is not easily replaceable or repositionable, requiring any change in its installation position to completely rebuild the surrounding model.

[0007] These disadvantages are avoided by the feature according to the invention, in which the bearing body has at least two positive locking elements with which a clamping component for holding a brake caliper can be connected radially to the axis of rotation in order to positively lock it in the circumferential direction around the axis of rotation. The positive locking elements enable the brake caliper component to be inserted radially into a defined mounting position in which it is secured against rotation. The connection is made by positive locking elements that are specifically designed to absorb forces in the circumferential direction, thereby holding the brake caliper in a stable, play-free position relative to the rotatable wheel carrier.

[0008] This design achieves a technically defined, robust, and simultaneously play-compatible connection between the brake caliper and the wheel bearing module. The modular design allows for tool-free assembly and disassembly, as well as flexible selection of different installation positions, significantly expanding the design possibilities in model making. At the same time, the mechanically defined coupling ensures that the brake caliper remains functionally in its position during operation, without the need for additional fixings or external support structures.

[0009] For the sake of clarity, the clamping component just described will be referred to below as the wheel bearing clamping component.

[0010] In a further development of the aforementioned wheel bearing clamping module, the positive locking elements are arranged around the axis of rotation at a constant circumferential distance from one another. This creates a regular grid pattern that allows for angle-selective mounting of a brake caliper in various circumferential positions. This enables the brake caliper's position to be flexibly adapted to different prototype vehicles, regardless of whether it is located at the front, rear, or side of the wheel carrier in the actual design. The radial plug connection allows for easy reversal of the installation position without additional construction work, while the positive locking mechanism ensures a stable and repeatable fastening in every chosen position.This advanced training creates the basis for a uniform, yet versatile interface that allows different chassis concepts to be implemented in a model manner - without special parts and with consistent system compatibility.

[0011] In a further development of the aforementioned wheel bearing clamping component, the interlocking elements are designed as radial slots. This simplifies manufacturing, as radial slots can be produced in a single injection molding process without moving mold cores. Furthermore, they enable particularly intuitive and easily accessible assembly of the brake caliper, as it can simply be inserted along a straight guide. The radial slot geometry also provides defined guidance during insertion, which supports correct positioning and prevents unintentional tilting.

[0012] In a further development of the aforementioned wheel bearing clamping component, the bearing body comprises two sleeves arranged concentrically with respect to the axis of rotation, with the radial slots formed in the radially outer sleeve. This achieves a functional separation between the bearing structure and the brake caliper mounting, as the outer sleeve serves specifically as a support element for positioning the brake caliper without affecting the central bearing geometry. Simultaneously, a mechanically stable circumferential surface is created into which the radial slots can be uniformly formed, increasing the repeatability of the mounting positions and improving the load-bearing capacity of the positive-locking connection.

[0013] In a preferred embodiment of the specified wheel bearing clamping unit, the sleeves are connected to each other by radial struts. This achieves high torsional stiffness of the bearing body without restricting radial accessibility to the slots of the outer sleeve. The radial struts stabilize the concentric alignment of the sleeves relative to each other and enable a material-saving, injection-moldable design while maintaining high structural integrity.

[0014] In another embodiment of the specified wheel bearing clamping component, the radial slots are axially open. This allows for injection molding-compatible demolding of the radial slots, as no undercuts are created and movable mold cores are unnecessary. At the same time, the axial opening facilitates the installation of the brake caliper, as it can be inserted axially without precise pre-positioning and then slid radially into the desired position.

[0015] In a further development of the specified wheel bearing clamping component, an annular sliding surface for the wheel is formed on an axial end face of the bearing body facing the wheel. This creates a defined, low-friction support for the wheel against the bearing body, thereby reducing unwanted frictional torques during rotation and achieving smooth running characteristics. The annular design enables a flat contact zone with controlled bearing geometry, without generating localized pressure peaks, which minimizes wear and ensures long-term functionality even with frequent use.

[0016] According to a further aspect of the invention, a clamping component for holding a brake caliper for a model vehicle comprises a connecting body with a brake caliper carrier for supporting the brake caliper, and a connection interface on a side opposite the brake caliper carrier for connection to one of the previously described wheel bearing clamping components. According to the invention, the connection interface has at least two positive locking elements that can be connected radially to the axis of rotation with the wheel bearing clamping component in order to positively lock it in the circumferential direction around the axis of rotation.

[0017] The inventive design of the connection interface with at least two positive-locking elements enables the brake caliper component to be positioned in a clearly defined position relative to the wheel bearing module. The connection is achieved by radial insertion into corresponding counter-forms of the wheel bearing clamping component, thereby ensuring precise circumferential alignment of the brake caliper. The positive-locking connection reliably prevents unintentional rotation of the component around the axis of rotation, so that the brake caliper is always held in the technically correct position relative to the brake disc without the need for additional retaining elements.

[0018] For the sake of clarity, the aforementioned clamping component will hereinafter be referred to as the brake caliper clamping component.

[0019] The radial connection of the brake caliper clamping module offers both high modularity and design flexibility. Since positioning along the circumference is possible via several optionally designed plug-in positions, the brake caliper clamping module can be mounted at various angles, for example, to adapt to different model variants or to specifically simulate brake systems on the front or rear axle. The connection is reversible without tools, which significantly simplifies both the construction process and subsequent modifications, thus promoting toy-like use.

[0020] The structured design of the connection interface also ensures a force-fit connection under play loads and results in reproducible and positionally stable assembly. The brake caliper clamping module, due to its inventive design, is integrated into the overall wheel bearing system as a functional module, whereby its structural orientation and compatibility with the bearing module merge into a single technical unit. The joint design of both clamping modules as complementary positive-locking elements allows for targeted control of installation space, mounting position, and force transmission in the model, without restricting design freedom in the overall assembly.

[0021] For the sake of clarity, the clamping component just described will be referred to below as the brake caliper clamping component.

[0022] In a further development, the aforementioned brake caliper clamping module comprises at least three positive-locking elements arranged one behind the other in the circumferential direction around the axis of rotation, wherein the two outermost positive-locking elements in the circumferential direction are designed as hooks facing towards each other. In this way, not only is a positive lock achieved in the circumferential direction, which prevents rotation of the brake caliper clamping module relative to the wheel bearing, but also a positive lock in the radial direction, which prevents unintentional pulling out or loosening of the module against the insertion direction. During insertion, the outer positive-locking elements, designed as hooks, engage behind corresponding counter-contours on the wheel bearing clamping module, thus creating a mechanical locking mechanism that both blocks rotational movement and securely fixes the module against tensile loads.An axial opening of the radial slots in the wheel bearing clamping block is particularly advantageous here, as it allows for easy insertion of the hooks from the outside along the insertion direction and simultaneously facilitates the release of the brake caliper clamping block through targeted axial movement, without compromising the holding force of the locking mechanism. This results in a particularly stable, play-free connection that requires no additional fasteners and can be released without tools.

[0023] In a further development of the specified brake caliper clamping module, the hooks are designed as snap hooks. This creates a particularly easy-to-install and releasable connection, as the snap hooks automatically engage behind the corresponding features on the wheel bearing clamping module when the brake caliper clamping module is inserted radially, thus creating a positive locking mechanism. The installation position is clearly defined by the geometry of the snap hooks, whose direction of action is preferably designed to counteract a radially outward pulling torque.If, for design or manufacturing reasons, complete retention by means of snap hooks is not possible or desired, an alternative purely sliding positive locking connection can be provided, in which the fixing is achieved by stop or friction locking, whereby the basic function of positioning in the circumferential direction is retained.

[0024] In a further development of the specified brake caliper clamping module, the positive locking elements are held in a housing that at least partially encloses the caliper, from which the positive locking elements protrude radially towards the axis of rotation. This structurally secures and protects the positive locking elements, thereby improving their mechanical strength and fatigue resistance during repeated assembly and disassembly. The partial enclosure allows for precise guidance of the insertion process by channeling the brake caliper's movement and effectively preventing tilting or jamming during insertion into the radial slots of the wheel bearing clamping module. Simultaneously, the spatial separation ensures that adjacent components or moving structures do not unintentionally interfere with the positive locking elements, thus increasing operational reliability and compatibility within complex model structures.

[0025] In a further development of the specified brake caliper clamping unit, the housing includes a support wall over which the connecting body can be radially placed onto the bearing body. This creates defined radial support for the brake caliper clamping unit relative to the wheel bearing clamping unit, forming a frictional contact in addition to the positive-locking connection. The support wall absorbs radial forces occurring during insertion and prevents deflection or tilting of the connecting body, particularly under typical clearance loads or when forces are applied during assembly. Furthermore, the support wall facilitates positioning of the unit during insertion, as it serves as a contact surface and thus supports the uniform insertion of the positive-locking elements.

[0026] In a further refinement of the specified brake caliper clamping assembly, the support wall is held between two support feet. This structurally encloses the support wall and stabilizes its position relative to the connecting body, resulting in increased stiffness and load-bearing capacity of the radial contact surface. The support on both sides prevents the support wall from twisting or buckling under load and improves force distribution when radial pressure is applied to the wheel bearing clamping assembly. Furthermore, the support feet provide a defined installation position for the brake caliper clamping assembly, limiting axial misalignment during installation.

[0027] This design ensures a flat and low-stress support of the brake caliper clamping block against the wheel bearing clamping block, even with slight tolerances or misalignments between the components. The radially inclined contact surface allows for self-alignment during insertion, thereby improving the accuracy and positive locking of the connection. Simultaneously, it reduces the risk of localized stress concentrations or point-contact edge pressure, increasing the mechanical strength of the support zone and minimizing material wear during frequent installation and removal.

[0028] In a particularly preferred embodiment of the specified brake caliper clamping assembly, each support foot has a circumferential surface between the bearing surface and the support wall. This circumferential surface is arranged such that the surfaces of the two support feet face each other circumferentially around the axis of rotation. These surfaces laterally define a space between the support feet, which allows for the formation of a central support wall foot. The space between the circumferential surfaces contributes to tolerance-free assembly and reliable installation, without the surfaces themselves providing any functional guiding or holding action. Their geometric arrangement facilitates the axial insertion of the brake caliper clamping assembly without unnecessarily increasing the installation space or creating disruptive edges.

[0029] The properties, features, and advantages of this invention described above, as well as the manner in which they are achieved, will become clearer in connection with the following description of the exemplary embodiments, which are explained in more detail in conjunction with the drawings. The drawings show: Fig. 1 a view of an unfinished brick building model, Fig. 2a an exploded view of a wheel bearing and a wheel that can be attached to it, Fig. 2b the wheel bearing and the wheel attached to it Fig. 2a in a sectional view, Fig. 3 in a perspective exploded view a wheel bearing clamping block and a brake caliper clamping block, and Fig. 4 in a perspective view a wheel bearing assembly consisting of a wheel bearing clamping block, a brake caliper clamping block and a brake disc block.

[0030] The figures use identical technical elements with the same reference symbols and describe them only once. The figures are purely schematic and, above all, do not represent the actual geometric relationships.

[0031] It will be on Fig. 1 Reference is made to a view of a not yet fully assembled building block model 2.

[0032] The building block model 2 is designed in the illustrated version as a vehicle movable in a longitudinal direction 4, which extends in the longitudinal direction 4, a transverse direction 6 (transverse to the longitudinal direction 4) and a vertical direction 8 (transverse to the longitudinal direction 4 and to the transverse direction 6).

[0033] The vehicle shown consists of a large number of building blocks (10), which are in Fig. 1For the sake of clarity, not all individual components are referenced. Each building block 10 is designed as a reusable element for the modular and scalable construction of the building block model 2. The building blocks 10 follow a standardized grid dimension that ensures a seamless connection between blocks of different sizes and shapes. The connection is achieved through a mechanical clamping principle in which unreferenced protrusions—such as studs or pins—are pressed into complementary, also unreferenced, recesses, creating a stable yet detachable connection. This modular design allows for virtually unlimited combinations, enabling the building blocks 10 to be flexibly assembled, disassembled, and reused.

[0034] The in Fig. 1The vehicle shown serves only as an exemplary embodiment of the building block model 2 and is therefore only explained in its essential elements below. It comprises a chassis 12, which is mounted on wheels for mobility. In its constructed state according to Fig. 1 The wheel axles 14 are already mounted, but the wheels 13 are not yet attached. On the front of the vehicle, viewed longitudinally 4, building blocks are provided which, when assembled, function as headlights 16. Similarly, on the rear end of the vehicle, building blocks are provided which, in their final state, form taillights 18 and brake lights 20.

[0035] In Fig. 1The wheels 13 are held directly on the wheel axles 14, which proves unsuitable, especially for motorized building block models 2 or those in which functional details – such as the brake system – are to be depicted as realistically as possible. For this reason, an alternative wheel assembly 22 is described below, which can be found with reference to the Figures 2a and 2b will be discussed in more detail.

[0036] The wheel assembly 22 comprises one of the wheels 13, which is designed for mounting on a first clamping block 23 with a hub flange 24. The wheel 13 is hollow cylindrical and open at one end so that it can be slid onto the hub flange 24.

[0037] The hub flange 24 is rotationally symmetrical about an axis of rotation 26 of the wheel assembly 22 and has several receiving openings 28 on its end face facing the wheel 13 – six in the present embodiment – ​​which are evenly distributed around the circumference around the axis of rotation 26. The receiving openings 28 are arranged in a common radial plane and, as described in more detail below, serve for the positive-locking transmission of a torque acting about the axis of rotation 26 between the hub flange 24 and the wheel 13.

[0038] The uniform, rotationally symmetrical arrangement of the mounting openings 28 allows for easy assembly and tolerance-insensitive connection, as the wheel 13 can be mounted in several relative positions to the axle without requiring a defined alignment position. Furthermore, the multiple distribution of the mounting openings ensures uniform force transmission and thus high long-term load-bearing capacity of the connection.

[0039] A brake disc 30 is attached to the rear side of the hub flange 24, facing away from the wheel 13. The brake disc 30 is coaxial with the axis of rotation 26 and is rotationally fixed to the hub flange 24. The brake disc 30 is designed according to Fig. 2a provided with several distortion cutouts, which serve to stylize the cooling air openings of real brake discs.

[0040] Concentric to the hub flange 24, a bolt receptacle 32 is guided, on the outer surface of which two bayonet slots 34 are formed, arranged rotationally symmetrically in the circumferential direction. These will be discussed in more detail below. The bolt receptacle 32 is embedded in a receiving tube 38, which is radially enclosed on the side facing the wheel 13 by the receiving openings 28 and extends as a tube extension on the opposite side – beyond the brake disc 30. A universal joint partner 40 for coupling to a drive element is integrally formed at its rear end.

[0041] The universal joint partner 40 is guided by a wheel carrier in the form of a bearing opening 42 of a wheel bearing clamping unit 44, so that the mounting tube 38 is rotatably mounted in the bearing opening 42 in the assembled state. Ball joint receptacles 46 are formed on the wheel bearing clamping unit 44 as chassis connections, enabling the wheel bearing 44 to be rotatably mounted to simulate a steering function and transmitting the gravitational force of the chassis 12 of the vehicle 2 to the respective wheel 13. Steering forces can be introduced via tie rod connections 48, which are attached in a known manner and cause the wheel bearing clamping unit 44 to pivot about the ball joint receptacles 46. In this context, the universal joint ensures a flexible transmission of drive forces while simultaneously allowing movement.

[0042] For further functional modeling, a brake caliper clamping block 50 can be attached to the wheel bearing clamping block 44; its exact design and further details of the wheel bearing clamping block 44 will be discussed in detail later.

[0043] As previously described, the receiving openings 28 are arranged in a common radial plane and are designed for torque transmission between the hub flange 24 and the wheel 13. For this purpose, the wheel 13 has a wheel rim 52, which is closed at its end face – axially opposite the hub flange 24 – by a cover plate 54. The cover plate 54 is provided with several through-holes (not further referenced) through which stylized spokes are formed. On the side of the cover plate 54 facing the hub flange 24, several torque transmission pins 56 are held radially on a common plane and at equidistant circumferential intervals around the axis of rotation 26. These can be inserted axially into the corresponding receiving openings 28. The torque transmission pins 56 can, in principle, be designed similarly to LEGO Technic pins, for example, according to part number 2780, and can lock into place there if desired.However, a locking or clamping mechanism is not required for the torque transmission to function; a positive locking engagement is sufficient.

[0044] Independently of the torque transmission, the wheel 13 is axially secured to the clamping block 23 with the hub flange 24 via a locking bolt 58. The locking bolt 58 comprises a hollow tube 59 with a first end that can be inserted into the bolt receptacle 32 and is provided with two radially projecting bayonet lugs 60 arranged rotationally symmetrically to the axis of rotation 26. A fixing flange 62 is formed at the second end of the hollow tube 59, opposite the first end. Not all bayonet lugs 60 are individually labeled in the figures.

[0045] To axially secure the wheel 13 to the hub flange 24, the locking bolt 58 is guided through a central receiving opening 64. The bayonet lugs 60 are inserted into the bayonet grooves 34 of the bolt receptacle 32 and moved axially towards the universal joint 40. As soon as the fixing flange 62 rests against the cover plate 54 of the wheel 13, the locking bolt 58 is rotated about the axis of rotation 26, so that the bayonet lugs 60 come to rest against radially inner retaining shoulders 66 in the receiving tube 38, and the locking bolt 58 can no longer be axially pulled out of the bolt receptacle 32. The wheel 13 is thus axially secured to the hub flange 24.

[0046] With regard to the Figures 3 and 4 We will now discuss in more detail the design of the wheel bearing clamping block 44 and the brake caliper clamping block 50.

[0047] The wheel bearing clamping unit 44 comprises a one-piece bearing body 72, which is rotationally symmetrical about the axis of rotation 26. The bearing opening 42, which serves to rotatably receive the receiving tube 38 of the wheel assembly 22, is guided through the bearing body 72 coaxially to the axis of rotation 26, so that the bearing opening 42 forms the bearing function of the wheel bearing clamping unit 44.

[0048] The tie rod connections 48 on the bearing body 72, intended for connection to a steering module of vehicle 2 (not shown), each have a cross-receptacle 73 for connection to a tie rod of vehicle 2 (not shown). The tie rod connections 48 are arranged such that the wheel bearing clamping unit 44 can pivot about a pivot axis 74, which is defined by the two ball joint receptacles 46. This enables steering movement in the assembled clamping unit model of vehicle 2. A translational movement in the transverse direction 6 initiated by the tie rod (not shown) is converted into a torque about the aforementioned pivot axis 74 via the positive-locking connection in the cross-receptacle 73, so that the entire wheel bearing clamping unit 44 pivots relative to the chassis 12.The cross-receptacle 73 thus serves as a force introduction point, which absorbs the kinetic energy of the tie rod in a directionally defined manner and converts it into a steering-effective rotation of the bearing body 72.

[0049] The bearing body 72 comprises an inner sleeve 75 and an outer sleeve 76 arranged concentrically with respect to the axis of rotation 26 and radially surrounding the inner sleeve 75. Several radial slots 78 are formed in the outer sleeve 76 along its circumference at uniform slot intervals 77. The radial slots 78 each extend radially inwards from an outer end face of the sleeve 76, viewed in the transverse direction 4 and from the direction of the vehicle interior, so that they radially penetrate the outer sleeve 76 from the perspective of the axis of rotation 26 and are open in the axial direction. The radial slots 78 each have substantially parallel flanks, which are not further referenced by a reference numeral, so that their cross-section is substantially rectangular when viewed in the circumferential direction.

[0050] The radial slots 78 of the wheel bearing clamping block 44 serve to receive corresponding positive locking elements of the brake caliper clamping block 50, which – as will be explained in more detail later – can be radially attached to the bearing body 72 from the outside. The brake caliper clamping block 50 comprises a connecting body 79, on the end face of which a brake caliper model 80 is integrally formed. Various non-functional design elements are integrally formed on the brake caliper model 80, which emulate a real brake caliper in order to create a brake appearance. The connecting body 79 and the brake caliper model 80 can be integrally joined.

[0051] On the side opposite the brake caliper model 80, a connection interface 81 is formed on the connecting body 78, via which the brake caliper clamping module 50 can be connected to the wheel bearing clamping module 44. In the illustrated embodiment, the connection interface 81 has a first positive locking element 82, a second positive locking element 83, and a third positive locking element 84, which are arranged one behind the other in the circumferential direction around the axis of rotation 26. The first and third positive locking elements 82, 84 form the two outer positive locking elements 82 and 84 in the circumferential direction around the axis of rotation 28 and are each designed as mutually directed snap hooks that snap into corresponding radial slots 78 when inserted radially and are positively locked there against circumferential movement.Between the two snap hooks, the second positive locking element 83 is designed as a central centering pin, which is inserted into a radial slot 78 located between the first and third positive locking elements 82, 84 and serves for radially symmetrical guidance and positioning when the brake caliper clamping block 50 and the wheel bearing clamping block 44 are joined together.

[0052] The three positive locking elements 82, 83, 84 are guided within a housing 85 that at least partially encloses the positive locking elements and protects them against external forces. The positive locking elements project radially from the housing 85 towards the axis of rotation 26, allowing them to engage in the radial slots 78 when assembled with the wheel bearing clamping block 44. Viewed in the direction of the axis of rotation 26, the housing 85 comprises a support wall 86 extending transversely to the axis of rotation 26 on both its axial front and axial rear sides. The support walls 86 are held between support feet 87, which project beyond the two support walls 86 on both sides in the transverse direction 6. Between the two support feet 87, a further, centrally oriented support wall foot 90 is arranged on each support wall 86, projecting radially towards the axis of rotation 26 in the area between the support feet 87.

[0053] The support feet 87 and the support wall feet 90 primarily serve to radially support the connecting body 79 when the two clamping blocks 44, 50 are joined. For this purpose, the support feet 87 each have a radially inclined bearing surface 88, on which the brake caliper clamping block 50 can rest obliquely on the outer contour of the outer sleeve 76 when inserted. Between the bearing surfaces 88 and the support wall 86, a circumferential surface 89 is formed on each support foot, which, viewed circumferentially with respect to the axis of rotation 26, faces each other. The circumferential surfaces 89 do not serve for guidance or positive locking, but rather define a clearance that remains between the support feet 87 and the central support wall foot 90.This clearance facilitates the radial insertion of the brake caliper clamping block 50 into the wheel bearing clamping block 44 by allowing for a certain degree of tolerance compensation, reducing the risk of edge misalignment, and simplifying demolding during manufacturing. The cylindrical surfaces 89 themselves do not have a direct functional role in the connection according to the invention.

[0054] Several radially oriented struts 91 extend between the inner sleeve 75 and the outer sleeve 76, ensuring the concentric alignment of the sleeves with respect to each other and stiffening the bearing body 72 overall. Of the struts 91, in Fig. 4For the sake of clarity, not all struts are provided with their own reference numeral. The struts 91 are formed in a stepped manner, with an unreferenced axial offset along their radial extent. The axial steps are formed towards the rear of the bearing body 72 and cause the respective struts to terminate at different heights in sections. The steps are formed within the respective strut 91, so that the respective strut 91 has a different axial height at one radial section than at an adjacent section. This staggered arrangement is visible from the rear of the bearing body 72 and differs between the individual struts, with at least two different heights being realized in the illustrated embodiment.

[0055] The aforementioned staggered arrangement of the struts 91 is clearly visible on the axial end face of the bearing body 72. There, an additional annular section 92 is provided concentrically to the inner sleeve 75, which, together with the outer sleeve 76, forms an axial termination of the bearing body. The struts 91 run between the inner sleeve 75 and the annular section 92, with some of the struts being stepped, so that their radially oriented webs terminate at different axial heights in certain sections. This results in an interrupted annular area on the end face with sections of raised and recessed zones. The visible elevations on the end face form a height profile regularly distributed around the axis of rotation 26, which, in the illustrated embodiment, alternates with the lower strut sections.

[0056] Finally, the assembly of the wheel bearing clamping block 44 and the brake caliper clamping block 50 will be discussed. After selecting a circumferential position according to the grid of slot spacings 77, the brake caliper clamping block 50 is first roughly aligned in front of the wheel bearing clamping block 44, so that the connection interface 81 is opposite the ring of radial slots 78 of the outer sleeve 76. When positioned, the connecting body 79, with the radially inclined bearing surfaces 88 of the lateral support feet 87 and the radial outer surface of the central support wall foot 90, automatically conforms to the outer contour of the outer sleeve 76 and thus aligns itself in the radial and axial directions; the cylindrical surfaces 89 do not serve a guiding function in this process.

[0057] The brake caliper clamping unit 50 is then pushed radially towards the axis of rotation 26, with the central centering pin 83 first engaging in the selected central radial slot 78. The parallel flanks of the slot guide the centering pin 83 without play in the insertion direction and roughly secure the connection interface 81 circumferentially. As the insertion progresses, the snap hooks 82 and 84, spaced circumferentially on both sides, come into contact with the adjacent radial slots 78. Their chamfered edges slide over the slot-side mouth edges; the hook arms are elastically deformed towards the axis of rotation 26 until the hook lugs have passed the inner slot edges. Immediately afterwards, the hooks spring back and rest behind the inner slot edges, thus creating a positive locking connection circumferentially and simultaneously generating a radial retention effect against being pulled out against the insertion direction.During this process, the connecting body 79 remains supported over a flat area via the support feet 87 and the retaining wall foot 90, so that tilting moments are limited and shear forces are introduced into the bearing body 72.

[0058] In the final position, the centering pin 83 and the snap hooks 82, 84 each engage in three adjacent radial slots 78 (pin in the middle slot, hooks in the two side slots). The centering pin 83 ensures central guidance, while the snap hooks 82, 84 provide rotationally fixed circumferential fixation and radial retention. To release the brake caliper clamping unit 50, it can be disengaged by compressing the hook arms 82, 84 towards the axis of rotation 26 and then pulled radially outwards. The axial opening of the radial slots 78 facilitates both insertion and removal without the need for undercuts in the slots. Reference symbol list

[0059] 2 - Block model 4 - Longitudinal direction 6 - Transverse direction 8 - Vertical direction 10 - Block general 12 - Chassis 13 - Wheel 14 - Wheel axle 16 - Headlight 18 - Taillight 20 - Brake light 22 - Wheel assembly 23 - First block (with hub flange) 24 - Hub flange 26 - Axle of rotation 28 - Mounting opening in hub flange 30 - Brake disc 32 - Bolt receptacle 34 - Bayonet slot 38 - Mounting tube 40 - Cardan joint partner 42 - Bearing opening 44 - Wheel bearing block 46 - Ball joint receptacle 48 - Tie rod connection 50 - Brake caliper block 52 - Wheel rim 54 - Wheel rim cover plate 56 - Torque transmission pin 58 - Locking bolt 59 - Hollow tube of the locking bolt 60 - Bayonet lug 62 - Fixing flange 64 - Central receiving opening in the cover plate 66 - Retaining shoulder in the receiving tube 72 - Bearing body of the wheel bearing clamping unit 73 - Cross mount at the tie rod connection 74 - Swivel axis (defined by ball joint mounts) 75 - Inner sleeve 76 - Outer sleeve 77 -Slot spacing 78 - Radial slot 79 - Connection body of the brake caliper clamping unit 80 - Brake caliper model 81 - Connection interface 82 - First positive locking element (snap hook) 83 - Second positive locking element (centering pin) 84 - Third positive locking element (snap hook) 85 - Housing 86 - Support wall 87 - Lateral support foot 88 - Contact surface 89 - Circumferential surface (lateral boundary surface) 90 - Middle support wall foot 91 - Strut (radial) 92 - Ring-shaped section / Support ring

Claims

1. Interlocking building block (44) for a wheel bearing of a model vehicle, comprising a bearing body (72) with - a wheel carrier for rotatably mounting a wheel (13) about an axis of rotation (26), - a tie rod connection (48) for connecting a tie rod, and - a chassis connection for transmitting weight force of the chassis (12) to the wheel, characterized by the fact that - the bearing body (72) has at least two positive locking elements (78) with which a clamping component (50) for holding a brake caliper (80) can be connected radially to the axis of rotation (26) in order to fix it positively in the circumferential direction around the axis of rotation (26).

2. Interlocking building block (44) according to claim 1, wherein the positive locking elements (78) are arranged around the axis of rotation (26) at a constant distance from each other in the circumferential direction.

3. Interlocking block (44) according to one of the preceding claims, wherein the positive locking elements (78) are designed as radial slots.

4. Clamping block (44) according to claim 3, wherein the bearing body (72) comprises two sleeves arranged concentrically to each other with respect to the axis of rotation (26) and the radial slots (78) are formed into the radially outer sleeve (76).

5. Interlocking building block (44) according to claim 4, wherein the sleeves (75, 76) are connected to each other by radial struts (91).

6. Terminal block (44) according to one of the preceding claims, wherein the radial slots (78) are axially open.

7. Clamping component (44) according to one of the preceding claims, wherein an annular section (92) is formed on an axial end face of the bearing body (72) directed towards the wheel (13) as a sliding surface for the wheel (13).

8. Clamping block (50) for holding a brake caliper (80) for a model vehicle, comprising a connecting body (79) with - a brake caliper carrier (84) for supporting the brake caliper (80), and - a connection interface (81) on a side opposite the brake caliper carrier (84) for connection to a clamping block (44) according to one of the preceding claims, characterized by the fact that - the connection interface (81) has at least two positive locking elements (82, 83, 84) which can be connected radially to the axis of rotation (26) with the clamping component (44) according to one of the preceding claims in order to fix it positively in the circumferential direction around the axis of rotation (26).

9. Interlocking building block (50) according to claim 8, comprising at least three positive locking elements (82, 83, 84) arranged one behind the other in the circumferential direction around the axis of rotation (26), wherein the two outer positive locking elements (82, 84) viewed in the circumferential direction are designed as hooks directed towards each other.

10. Interlocking building block (50) according to claim 9, wherein the hooks (82, 84) are designed as snap hooks.

11. Interlocking block (50) according to one of claims 8 to 10, wherein the positive locking elements (82, 83, 84) are held in a housing (85) that at least partially encloses the housing, from which the positive locking elements project radially towards the axis of rotation (26).

12. Terminal block (50) according to claim 11, wherein the housing (85) comprises a support wall (86) over which the connecting body (79) can be placed radially onto the bearing body (72).

13. Interlocking building block (50) according to claim 12, wherein the retaining wall (86) is held between two support feet (87).

14. Interlocking building block (50) according to claim 13, wherein each support foot (87) has a radially inclined bearing surface (88) on its side which can be aligned to the bearing body (72).

15. Interlocking building block (50) according to claim 14, wherein each support foot (87) has a lateral surface (89) between the bearing surface (88) and the support wall (86) which is arranged such that the lateral surfaces (89) of the two support feet (87) are directed towards each other in the circumferential direction about the axis of rotation (26).

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