Electric sports motorcycle for teenagers

Abstract

The utility model provides an electric sports motorcycle for teenagers, which belongs to the technical field of motorcycles, and comprises a motorcycle main body, a first support fixedly connected in the motorcycle main body, and two first rotating shafts fixedly connected at two ends of the first support respectively, the motorcycle suspension system has the advantages that the motorcycle suspension system is provided with an effective springback mechanism, the hardness and the compression degree of the suspension system can be automatically adjusted when a motorcycle encounters a pit or climbs a slope, and the motorcycle suspension system is convenient to mount and dismount. According to the technical scheme, the wheels are ensured to be in good contact with the ground all the time, so that the trafficability and stability of the bicycle are improved, the situation that vibration is transmitted to the body of a rider is reduced, the fatigue feeling caused by long-time riding is reduced, and particularly for teenagers, the more comfortable riding experience helps the teenagers to concentrate attention and enjoy riding pleasure.

Description

Technical Field

[0001] This utility model belongs to the field of motorcycle technology, specifically relating to an electric youth racing motorcycle. Background Technology

[0002] Electric youth racing motorcycles are electric motorcycles designed specifically for teenagers and are typically used for competitive racing or stunt performances. These motorcycles are powered by electricity instead of traditional fuel engines, making them more environmentally friendly, quieter, and generally less expensive to maintain.

[0003] In existing technologies, traditional electric youth racing motorcycles lack an effective rebound mechanism, which makes it difficult for the motorcycle to pass smoothly on uneven ground, especially on slopes with many potholes or steep inclines. This can cause the tires to lose traction, affecting riding safety. Utility Model Content

[0004] The purpose of this invention is to provide an electric youth racing motorcycle that solves the problem that the lack of an effective rebound mechanism in existing traditional electric youth racing motorcycles makes it difficult for the motorcycle to pass smoothly on uneven ground.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] An electric youth racing motorcycle, including:

[0007] Motorcycle body;

[0008] A suspension mechanism is provided inside the motorcycle body. The suspension mechanism includes a first bracket, a first rotating shaft, a first rotator, a second rotating shaft, and a second bracket. The first bracket is fixedly connected inside the motorcycle body. The two first rotating shafts are respectively fixedly connected to both ends of the first bracket. The two first rotators are rotatably connected to the circumferential surfaces of the two first rotating shafts. The two second rotating shafts are respectively fixedly connected to both ends of the first bracket. The two second brackets are rotatably connected to the circumferential surfaces of the two second rotating shafts.

[0009] A spring-back mechanism is located on one side of the suspension mechanism.

[0010] In a preferred embodiment of this utility model, the rebound mechanism includes a spring, a first hydraulic damping rod, a second rotator, and a third rotating shaft. The two springs are fixedly connected to the lower ends of the two first rotators, the two first hydraulic damping rods are fixedly connected to the lower ends of the two first rotators, the two second rotators are fixedly connected to the lower ends of the two first hydraulic damping rods, the two third rotating shafts are fixedly connected inside the two second rotators, and the two third rotating shafts are rotatably connected inside the two second supports.

[0011] In a preferred embodiment of this utility model, a first drive shaft is rotatably connected to each of the two second brackets, and a rear wheel is fixedly connected to the circumferential surface of the first drive shaft.

[0012] As a preferred embodiment of this utility model, two second hydraulic shock absorbers are fixedly connected to both ends of the motorcycle body, and two third rotators are fixedly connected to the lower ends of the two second hydraulic shock absorbers. A second drive shaft is rotatably connected inside each of the two third rotators, and a front wheel is fixedly connected to the circumferential surface of the second drive shaft.

[0013] As a preferred embodiment of this utility model, the upper end of the motorcycle body is rotatably connected to a handlebar.

[0014] As a preferred embodiment of this utility model, two rearview mirrors are fixedly connected to both ends of the handlebar.

[0015] Compared with the prior art, the beneficial effects of this utility model are:

[0016] 1. In this solution, the present invention has an effective rebound mechanism, which enables the motorcycle to automatically adjust the stiffness and compression of the suspension system when encountering potholes or climbing hills, ensuring that the wheels always maintain good contact with the ground. This not only improves the vehicle's passability and stability, but also reduces the transmission of vibration to the rider's body, reducing fatigue caused by long-term riding. Especially for teenagers, a more comfortable riding experience helps them concentrate and enjoy the fun of riding.

[0017] 2. In this design, the rebound mechanism consists of a spring, a first telescopic rod, a second rotator, and a third shaft. It is installed in the lower linkage area of ​​the suspension mechanism. The spring and the first telescopic rod are fixed to the bottom structure of the first rotator, while the second rotator is rigidly connected to the end of the first telescopic rod. The third shaft is embedded inside the second rotator and rotates with the second bracket. During vehicle operation, when the wheels encounter potholes or obstacles, the impact force is transmitted to the third shaft through the second bracket, causing the second rotator to deflect at an angle. Simultaneously, it compresses the first telescopic rod and deforms the spring, absorbing the impact energy. After overcoming the obstacle, the spring releases its stored elastic potential energy, pushing the first telescopic rod back to its original position, causing the second rotator and the third shaft to reset synchronously. This achieves the automatic rebound function of the suspension system. This structure, through multi-level linkage, ensures that all components maintain consistent movement during compression and reset, improving the vehicle's adaptability and riding stability under complex road conditions. Attached Figure Description

[0018] The accompanying drawings are provided to further illustrate the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the present invention, but do not constitute a limitation thereof. In the drawings:

[0019] Figure 1 This is a first side perspective view of the present invention;

[0020] Figure 2 This is a first rear-view perspective view of the present invention;

[0021] Figure 3 This is a second side perspective view of the present invention;

[0022] Figure 4 This is a second rear-view perspective view of the present invention;

[0023] In the diagram: 1. Motorcycle body; 2. First bracket; 3. First pivot; 4. First rotator; 5. Second pivot; 6. Second bracket; 7. Spring; 8. First hydraulic shock absorber; 9. Second rotator; 10. Third pivot; 11. First drive shaft; 12. Rear wheel; 13. Second hydraulic shock absorber; 14. Third rotator; 15. Second drive shaft; 16. Front wheel; 17. Handlebar; 18. Rearview mirror. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] Example

[0026] Please see Figures 1-4 The present invention provides the following technical solution:

[0027] An electric youth racing motorcycle, including:

[0028] Motorcycle body 1;

[0029] The suspension mechanism is located inside the motorcycle body 1. The suspension mechanism includes a first bracket 2, a first rotating shaft 3, a first rotator 4, a second rotating shaft 5, and a second bracket 6. The first bracket 2 is fixedly connected inside the motorcycle body 1. The two first rotating shafts 3 are respectively fixedly connected to the two ends of the first bracket 2. The two first rotators 4 are rotatably connected to the circumferential surfaces of the two first rotating shafts 3. The two second rotating shafts 5 are respectively fixedly connected to the two ends of the first bracket 2. The two second brackets 6 are rotatably connected to the circumferential surfaces of the two second rotating shafts 5.

[0030] The spring mechanism is located on one side of the suspension mechanism.

[0031] In a specific embodiment of this utility model, the first bracket 2 is fixed inside the vehicle body as the core support structure. Two first rotating shafts 3 are respectively located at its two ends and are rotatably connected to the first rotating device 4, enabling the first rotating device 4 to rotate around the first rotating shaft 3 to adapt to impact forces in different directions. When the vehicle is traveling on a bumpy road or climbing a hill, the first rotating device 4 is subjected to external force and undergoes angular displacement, driving the second rotating shaft 5 to move synchronously. The second bracket 6 is fitted onto the second rotating shaft 5 through its structure and swings accordingly, thereby achieving dynamic adjustment of the wheel posture. This structure, through multi-point rotation coordination, ensures that the wheel always keeps in contact with the ground, enhancing grip and handling. At the same time, it provides a linkage basis for the subsequent rebound mechanism, allowing it to return to its initial position through elastic elements after being compressed, ensuring stability and continuity during riding. Meanwhile, the suspension mechanism is equipped with a rebound mechanism to restore each component to its initial state after being impacted, improving driving stability and handling response.

[0032] Please refer to the details. Figures 1-4 The rebound mechanism includes a spring 7, a first hydraulic damping rod 8, a second rotator 9, and a third rotating shaft 10. The two springs 7 are fixedly connected to the lower ends of the two first rotators 4, the two first hydraulic damping rods 8 are fixedly connected to the lower ends of the two first rotators 4, the two second rotators 9 are fixedly connected to the lower ends of the two first hydraulic damping rods 8, the two third rotating shafts 10 are fixedly connected inside the two second rotators 9, and the two third rotating shafts 10 are rotatably connected inside the two second supports 6.

[0033] In this embodiment, the rebound mechanism consists of a spring 7, a first hydraulic damping rod 8, a second rotator 9, and a third rotating shaft 10. Its installation position is located in the lower linkage area of ​​the suspension mechanism. The spring 7 and the first hydraulic damping rod 8 are respectively fixed to the bottom structure of the first rotator 4. The second rotator 9 is rigidly connected to the end of the first hydraulic damping rod 8. The third rotating shaft 10 is embedded inside the second rotator 9 and forms a rotational engagement with the second bracket 6. During vehicle operation, when the wheels encounter potholes or obstacles, the impact force is transmitted to the third rotating shaft 10 through the second bracket 6, causing the second rotator 9 to deflect at an angle. Simultaneously, it compresses the first hydraulic damping rod 8 and causes the spring 7 to deform, absorbing the impact energy. After overcoming the obstacle, the spring 7 releases its stored elastic potential energy, pushing the first hydraulic damping rod 8 back to its original position, causing the second rotator 9 and the third rotating shaft 10 to reset synchronously, thereby realizing the automatic rebound function of the suspension system. This structure ensures that each component maintains consistent movement during compression and reset through a multi-level linkage, improving the vehicle's adaptability and riding stability under complex road conditions.

[0034] Please refer to the details. Figures 1-4 Each of the two second brackets 6 is rotatably connected to a first drive shaft 11, and a rear wheel 12 is fixedly connected to the circumferential surface of the first drive shaft 11.

[0035] In this embodiment: During vehicle operation, the rear wheel 12 forms a rotational engagement with the second bracket 6 through the first drive shaft 11, enabling the wheel to drive the second bracket 6 to shift at a corresponding angle as the terrain changes. At the same time, the first drive shaft 11 serves as a power output shaft, driving the rear wheel 12 to rotate under the drive of the motor, thereby enabling the vehicle to move forward or brake. This structure provides support and guidance for the first drive shaft 11 and the rear wheel 12 through the second bracket 6, ensuring that the wheel maintains stable contact with the ground under complex road conditions, thereby improving driving stability and driving force transmission efficiency.

[0036] Please refer to the details. Figures 1-4 Two second hydraulic shock absorbers 13 are fixedly connected to both ends of the motorcycle body 1. Two third rotators 14 are fixedly connected to the lower ends of the two second hydraulic shock absorbers 13. A second drive shaft 15 is rotatably connected inside the two third rotators 14. A front wheel 16 is fixedly connected to the circumferential surface of the second drive shaft 15.

[0037] In this embodiment, the front wheel 16 is rotated with the third rotator 14 via the second drive shaft 15, enabling the wheel to drive the third rotator 14 to deflect according to changes in terrain. At the same time, the second hydraulic shock absorber 13 serves as a connecting structure, which can be compressed or extended axially when subjected to impacts from the ground to absorb vibrations and keep the wheel in contact with the ground. This linkage structure, through the combined action of the second hydraulic shock absorber 13 and the third rotator 14, provides support and guidance for the front wheel 16, improving the vehicle's passability and handling stability under complex road conditions.

[0038] Please refer to the details. Figures 1-4 The upper part of the motorcycle body 1 is rotatably connected to the handlebars 17.

[0039] In this embodiment: During vehicle operation, the handlebar 17 rotates left and right around the rotation connection point, driving the front wheel steering mechanism to achieve directional control. This structure allows the handlebar 17 to flexibly adjust its angle through the rotation connection method, ensuring that the rider can accurately control the vehicle direction according to the driving state.

[0040] Please refer to the details. Figures 1-4 Two rearview mirrors 18 are fixedly connected to both ends of the handlebar 17.

[0041] In this embodiment, the rearview mirror 18 rotates synchronously with the handlebar 17, which can reflect the traffic conditions behind the vehicle in real time. This structure provides a stable mounting base for the rearview mirror 18 through the handlebar 17, ensuring that it maintains a fixed angle under bumpy road conditions, improving the visibility monitoring ability and safety when riding, and at the same time making it convenient for the rider to observe the situation on both sides while controlling the direction.

[0042] The working principle and usage process of this utility model are as follows: In use, the rider starts the motorcycle body 1 and controls the vehicle's direction via the handlebars 17. The handlebars 17 drive the front wheel 16 to achieve steering. The front wheel 16 is linked to the third rotator 14 via the second drive shaft 15. The third rotator 14 is connected to the second hydraulic shock absorber 13, absorbing ground impacts during riding. Simultaneously, the rear wheel 12 is driven and supported by the second bracket 6 via the first drive shaft 11. The second bracket 6 is connected to the first bracket 2 via the second rotating shaft 5. On bumpy roads, it drives the first rotator 4 to move around the first rotating shaft 3. The spring 7 and the first hydraulic shock absorber 8 in the suspension mechanism are compressed and store elastic potential energy, which is then released to achieve automatic rebound, keeping the wheel in contact with the ground. The second rotator 9... The third pivot 10 transmits the rebound force to the second bracket 6, ensuring the stable operation of the suspension system. The rearview mirror 18 is fixed to both ends of the handlebar 17 and rotates synchronously with the handlebar 17, providing rear visibility monitoring. The entire device achieves stability, control, and comfort during riding through the linkage and cooperation between various components. This utility model has an effective rebound mechanism that enables the motorcycle to automatically adjust the stiffness and compression of the suspension system when encountering potholes or climbing hills, ensuring that the wheels always maintain good contact with the ground. This not only improves the vehicle's passability and stability but also reduces the transmission of vibration to the rider's body, reducing fatigue from long-distance riding. Especially for teenagers, a more comfortable riding experience helps them concentrate and enjoy the fun of riding.

[0043] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. An electric youth racing motorcycle, characterized in that... include: Motorcycle body (1); The suspension mechanism is located inside the motorcycle body (1). The suspension mechanism includes a first bracket (2), a first rotating shaft (3), a first rotator (4), a second rotating shaft (5), and a second bracket (6). The first bracket (2) is fixedly connected inside the motorcycle body (1). The two first rotating shafts (3) are respectively fixedly connected to the two ends of the first bracket (2). The two first rotators (4) are rotatably connected to the circumferential surfaces of the two first rotating shafts (3). The two second rotating shafts (5) are respectively fixedly connected to the two ends of the first bracket (2). The two second brackets (6) are rotatably connected to the circumferential surfaces of the two second rotating shafts (5). A spring-back mechanism is located on one side of the suspension mechanism.

2. The electric youth racing motorcycle according to claim 1, characterized in that: The rebound mechanism includes a spring (7), a first hydraulic damping rod (8), a second rotator (9), and a third rotating shaft (10). The two springs (7) are fixedly connected to the lower ends of the two first rotators (4), the two first hydraulic damping rods (8) are fixedly connected to the lower ends of the two first rotators (4), the two second rotators (9) are fixedly connected to the lower ends of the two first hydraulic damping rods (8), the two third rotating shafts (10) are fixedly connected inside the two second rotators (9), and the two third rotating shafts (10) are rotatably connected inside the two second supports (6).

3. The electric youth racing motorcycle according to claim 2, characterized in that: The two second brackets (6) are each rotatably connected to a first drive shaft (11), and the circumferential surface of the first drive shaft (11) is fixedly connected to a rear wheel (12).

4. The electric youth racing motorcycle according to claim 3, characterized in that: Two second hydraulic shock absorbers (13) are fixedly connected to both ends of the motorcycle body (1). Two third rotators (14) are fixedly connected to the lower ends of the two second hydraulic shock absorbers (13). A second drive shaft (15) is rotatably connected inside the two third rotators (14). A front wheel (16) is fixedly connected to the circumferential surface of the second drive shaft (15).

5. The electric youth racing motorcycle according to claim 4, characterized in that: The upper end of the motorcycle body (1) is rotatably connected to the handlebars (17).

6. The electric youth racing motorcycle according to claim 5, characterized in that: Two rearview mirrors (18) are fixedly connected to both ends of the handlebar (17).

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