A front-wheel suspension steering structure, a motorcycle, and an electric vehicle

Abstract

The present invention provides a front-wheel suspension steering structure, a motorcycle, and an electric vehicle in the technical field of suspension, including a frame and a front wheel located in front of the frame. A handlebar is provided on the frame, and a steering head tube is provided below the handlebar. It is characterized by including a front fork assembly, an upper cantilever assembly, a lower cantilever assembly, a steering synchronization assembly, and an upper shock absorber and a lower shock absorber hinged to the frame. The present invention has the following advantages: 1) The stress structure is reasonable and the impact resistance is strong. In particular, it also has very good structural bearing capacity for the lateral impact force with a large deviation from the movement direction of the rocker arm. 2) It has a buffering and energy-absorbing effect on the lateral impact force, further greatly increasing the bearing capacity for the lateral impact force. 3) The steering tilt angle of the front wheel can be adjusted. 4) The support effect is better during the braking process.

Description

Technical Field

[0001] The present invention relates to the technical field of suspensions, and in particular to a front-wheel suspension steering structure, a motorcycle, and an electric vehicle. Background Art

[0002] Currently, the front suspensions of motorcycles and electric vehicles can be generally divided into two categories in terms of structure:

[0003] The first category: The telescopic front fork suspension structure; its basic functions include: support, buffering, and steering. Currently, the front suspensions of the vast majority of motorcycles belong to the telescopic front fork steering structure. Its main disadvantages are: 1) The stress structure is not reasonable enough; the telescopic front fork suspension structure itself has defects in shock resistance. This structure has better shock resistance when the impact direction is generally consistent with the direction of the sleeve, otherwise the shock resistance will decrease. 2) The support effect is poor during braking; because in actual application, in order to achieve better overall handling performance, this suspension structure is designed to tilt backward at a certain angle. During emergency braking, the inertia is forward, and the backward-tilted suspension structure is more likely to be compressed, and the greater the tilt angle, the worse the support force during emergency braking.

[0004] The second category: The double A-arm suspension structure. The working travel direction of the double A-arm suspension structure is an arc, and the tilt angle gradually increases. The initial travel direction is close to vertically upward, and the support effect during braking is better, but the stress structure is not reasonable enough. Summary of the Invention

[0005] The purpose of the present invention is to provide a front-wheel suspension steering structure, a motorcycle, and an electric vehicle to solve the problem of the unreasonable structure of the existing front suspensions of motorcycles and electric vehicles.

[0006] The present invention is implemented as follows: A front-wheel suspension steering structure includes a frame and a front wheel located in front of the frame. A handlebar is provided on the frame, and a steering column is provided below the handlebar. Among them, it includes a front fork assembly, an upper cantilever assembly, a lower cantilever assembly, a steering synchronization assembly, and an upper shock absorber and a lower shock absorber hinged to the frame;

[0007] The front fork assembly includes at least one front fork piece. The front fork piece has a front end hinged to the hub center of the front wheel. The top of the front fork piece is bent toward the front wheel side to form an upper cantilever bracket. A fixed shaft is provided on the upper cantilever bracket. The axis of the fixed shaft points to the hub center of the front wheel along the radial direction of the front wheel. A bushing is sleeved outside the fixed shaft, and a steering link is provided on the bushing;

[0008] The upper cantilever assembly includes at least one upper cantilever, which has a front end hinged to the steering link and a rear end hinged to the vehicle frame; the free end of the upper shock absorber is connected to the front fork assembly or the upper cantilever assembly;

[0009] The lower cantilever assembly includes at least one lower cantilever, which has a front end hinged to the front fork assembly;

[0010] The steering synchronization assembly includes a steering synchronization rod, the top end of the steering synchronization rod is connected to the lower end of the steering column through a universal joint, at least one steering wing plate is arranged outside the steering synchronization rod, the steering wing plate is hinged to the rear end of the lower cantilever arranged on the same side, and the free end of the lower shock absorber is hinged to the rod body of the steering synchronization rod; the rod body of the steering synchronization rod and the rod body of the fixed shaft are on the same longitudinal plane.

[0011] Preferably, the number of the front fork pieces is two, which are respectively arranged on both sides of the front wheel, both ends of the upper cantilever bracket are respectively connected to the top ends of the two front fork pieces, and the two front fork pieces and the upper cantilever bracket enclose a frame structure.

[0012] Preferably, the number of the steering links is two, which are symmetrically arranged on both sides of the shaft sleeve respectively.

[0013] Preferably, the number of the upper cantilevers is two, and the two upper cantilevers are symmetrically arranged based on the central vertical plane of the front fork assembly; the front ends of the two upper cantilevers are respectively hinged to the two steering links.

[0014] Preferably, a connecting shaft is arranged between the two upper cantilevers, and the free end of the upper shock absorber is hinged to the connecting shaft.

[0015] Preferably, the number of the lower cantilevers is two, and the two lower cantilevers are symmetrically arranged based on the central vertical plane of the front fork assembly; the front ends of the two lower cantilevers are respectively hinged to the rear ends of the front fork pieces on the same side.

[0016] Preferably, the axis of the steering synchronization rod is parallel to the axis of the fixed shaft.

[0017] Preferably, a hinge seat is arranged at the lower end of the steering synchronization rod, and the free end of the lower shock absorber is hinged to the hinge seat.

[0018] Preferably, the distance between the hinge position at the front end of the front fork piece and the hinge position at the rear end of the lower cantilever is equal to the distance between the hub center of the front wheel and the steering synchronization rod.

[0019] A motorcycle or an electric vehicle includes the above-mentioned front wheel suspension steering structure.

[0020] A motorcycle and an electric vehicle, which include the above-mentioned front-wheel suspension steering structure.

[0021] Adopting the above technical solution, the advantages of the present invention are as follows:

[0022] 1) The stress structure is reasonable and the impact resistance is strong. In particular, it also has very good structural bearing capacity for the lateral impact force with a large deviation from the movement direction of the rocker arm.

[0023] 2) It has a buffering and energy-absorbing effect on the lateral impact force, further greatly increasing the bearing capacity for the lateral impact force.

[0024] 3) The front-wheel steering tilt angle can be adjusted.

[0025] 4) The support effect is better during the braking process. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0027] Figure 1 is the structural schematic diagram of the present invention;

[0028] Figure 2 is the side view structural schematic diagram of the present invention;

[0029] Figure 3 is the structural schematic diagram of the front fork assembly of the present invention;

[0030] Figure 4 is the structural schematic diagram of the parallel arrangement upper cantilever assembly of the present invention;

[0031] Figure 5 is the structural schematic diagram of the A-shaped arrangement upper cantilever assembly of the present invention;

[0032] Figure 6 is the structural schematic diagram of the steering synchronization assembly of the present invention;

[0033] Figure 7 is the front-wheel movement route effect diagram of different suspension systems under vertical impact;

[0034] Figure 8 is the frame stress effect diagram of different suspension systems under load.

[0035] In the figure: 1 - vehicle frame, 2 - front wheel, 3 - handlebar, 4 - steering column, 5 - upper shock absorber, 6 - lower shock absorber, 7 - front fork piece, 8 - upper cantilever bracket, 9 - steering link, 10 - lower cantilever, 11 - steering synchronizing rod, 12 - upper cantilever, 13 - bushing, 14 - steering wing plate, 15 - cross universal joint, 16 - connecting shaft, 17 - hinge seat, 18 - fixed shaft. Detailed implementation manners

[0036] The following further describes in detail the implementation manners of the present invention in conjunction with the accompanying drawings and embodiments. The following embodiments are used to illustrate the present invention, but cannot be used to limit the scope of the present invention.

[0037] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present invention. In addition, the terms "first", "second", and "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0038] As Figures 1-5 shown, the present invention provides a front-wheel suspension steering structure, including a vehicle frame 1 and a front wheel 2 located in front of the vehicle frame 1. A handlebar 3 is provided on the vehicle frame 1, and a steering column 4 is provided below the handlebar 3. The upper end of the steering column 4 is fixedly connected to the lower end of the handlebar 3, and the steering column 4 rotates with the rotation of the handlebar 3.

[0039] Furthermore, the present invention includes a front fork assembly, an upper cantilever assembly, a lower cantilever assembly, a steering synchronization assembly, and an upper shock absorber 5 and a lower shock absorber 6 hinged to the vehicle frame 1.

[0040] Among them, the front fork assembly of the present invention includes at least one front fork piece 7, and the front fork piece 7 has a front end hinged to the hub center of the front wheel 2. The upper cantilever assembly includes at least one upper cantilever, and the upper cantilever is arranged on the upper part of the front fork assembly. The upper cantilever has a front end hinged to the front fork assembly and a rear end hinged to the vehicle frame. The lower cantilever assembly includes at least one lower cantilever, and the lower cantilever is arranged on the lower part of the front fork assembly. The lower cantilever has a front end hinged to the front fork assembly.

[0041] Further, as an embodiment, the number of front fork blades 7 can be one. The front end of the front fork blade 7 is hinged to the rotating shaft of the hub center of the front wheel 2. The front fork blade 7 is arranged on one side of the front wheel 2. The top of the front fork blade 7 bends towards the front wheel 2 side to form an upper cantilever bracket 8. A fixed shaft 18 is arranged on the upper cantilever bracket 8. The axis of the fixed shaft 18 points towards the hub center of the front wheel along the radial direction of the front wheel 2. A bushing 13 is sleeved outside the fixed shaft 18, and a steering link 9 is arranged on the bushing 13. The inclination angle of the front fork assembly is the inclination angle of the axis of the fixed shaft 18, and the front fork inclination angle can be changed by adjusting the length of the lower shock absorber 6.

[0042] Further, as another embodiment, the number of front fork blades 7 can also be two, which are respectively arranged on both sides of the front wheel 2. The upper cantilever bracket 8 is arranged on the tops of the two front fork blades 7. The two front fork blades 7 and the upper cantilever bracket 8 enclose a frame structure. The number of steering links 9 is two, which are symmetrically arranged on both sides of the bushing 13 respectively. Holes are arranged at the front ends of the two front fork blades 7, and the front ends of the two front fork blades 7 are hinged to the rotating shaft of the hub center of the front wheel 2 (the attached drawing is an embodiment diagram with two front fork blades).

[0043] Further, the number of upper cantilevers 12 can be one, and one upper cantilever 12 can be installed on one side or the vertical plane of the front fork assembly. As an embodiment, when the number of front fork blades 7 is one, the upper cantilever 12 is arranged on the same side, and the front end of the upper cantilever 12 is hinged to the steering link 9 on the front fork blade 7; as an embodiment, when the number of front fork blades 7 is two, the upper cantilever 12 can be arranged on one side and hinged to the steering link 9; as an embodiment, when the number of front fork blades 7 is two, the upper cantilever 12 can be arranged on the vertical plane and hinged to the steering link 9.

[0044] Further, the number of upper cantilevers 12 can be two, and the two upper cantilevers 12 can be symmetrically arranged based on the vertical plane of the front fork assembly. The two upper cantilevers 12 have the same structure, and the front ends of the two upper cantilevers 12 are respectively hinged to the two steering links 9. As an embodiment, the main bodies of the two upper cantilevers 12 are arranged parallel to each other; as another embodiment, the front end spacing of the main bodies of the two upper cantilevers 12 is smaller than the rear end spacing, showing an A-shaped arrangement, and a connecting rod is arranged at a position close to the two front ends (the attached drawing is an embodiment diagram with two upper cantilevers).

[0045] The present invention is provided with an upper shock absorber 5. One end of the upper shock absorber 5 is hinged to the frame 1, and the other end is connected to the front fork assembly or the upper cantilever assembly. As an embodiment, the free end of the upper shock absorber 5 is hinged to the front fork blade 7 or the fixed shaft 18 of the front fork assembly; as another embodiment, a connecting shaft 16 is arranged between the two upper cantilevers 12, and the free end of the upper shock absorber 5 is hinged to the middle of the connecting shaft 16.

[0046] As an embodiment, the articulation mode between the upper cantilever 12 and the steering link 9 is as follows: the upper cantilever bracket 8 is in the shape of a round rod, a through hole is provided at the front end of the upper cantilever 12, and the front end of the upper cantilever 12 is sleeved on the upper cantilever bracket 8.

[0047] The upper cantilever 12 can swing circumferentially relative to the front fork assembly with the articulation point with the upper cantilever bracket 8 as the center. Under the combined action of the fixed shaft 18 and the steering link 9, the upper cantilever 12 will not swing accordingly when the front wheel 2 is axially impacted and swings. The movement range of the upper cantilever 12 is limited to the vertical space parallel to the frame 1.

[0048] Furthermore, the number of the lower cantilevers 10 can be one, which is arranged on one side of the front fork assembly, and the front end of the lower cantilever 10 is articulated with the rear end of the front fork blade 7 on the same side. As another embodiment, the number of the lower cantilevers 10 can be two, which are respectively arranged on both sides of the front fork assembly, and the front end of the lower cantilever 10 on the same side is articulated with the rear end of the front fork blade 7 (the attached drawing is the embodiment diagram with two lower cantilevers). The articulation mode between the lower cantilever 10 and the front fork blade 7 is as follows: a ball joint or a universal joint connection is provided between the front end of the lower cantilever 10 and the rear end of the front fork blade 7. The front fork blade 7 can drive the lower cantilever 10 to move back and forth or swing up and down. At the same time, the lower cantilever 10 can drive the front fork blade 7 to swing left and right to achieve steering.

[0049] The present invention further includes a steering synchronization assembly. The steering synchronization assembly includes a steering synchronization rod 11. The top end of the steering synchronization rod 11 is connected to the steering column 4. Preferably, a cross universal joint 15 is used to connect the steering synchronization rod 11 and the steering column 4. At least one steering wing plate 14 is arranged on the side surface of the steering synchronization rod 11, and the steering wing plate 14 is articulated with the rear end of the lower cantilever 10. Preferably, the number of the steering wing plates 14 is the same as the number of the lower cantilevers 10. As an embodiment, the number of the lower cantilevers 10 is two, and the number of the steering wing plates 14 is two. The rear ends of the two lower cantilevers 10 are respectively articulated with the outer ends of the steering wing plates 14 on the same side. The articulation mode between the lower cantilever 10 and the steering wing plate 14 is as follows: a ball joint or a universal joint connection is provided between the front end of the lower cantilever 10 and the outer end of the steering wing plate 14.

[0050] The present invention is provided with a lower shock absorber 6. One end of the lower shock absorber 6 is articulated with the frame, and the other end is articulated with the rod body of the steering synchronization rod 11. The articulation position between the lower shock absorber 6 and the frame 1 can be arranged in the middle or lower part of the frame. As an embodiment, a universal joint can be arranged on the rod body of the steering synchronization rod 11 to be articulated with the front end of the lower shock absorber 6. As an embodiment, an articulated seat 17 is arranged at the lower end of the steering synchronization rod 11, and the free end of the lower shock absorber 6 is articulated with the articulated seat 17. Preferably, the above-mentioned articulated connection positions can all adopt a ball joint or a universal joint structure.

[0051] Preferably, the rod body of the steering synchronization rod 11 of the present invention and the rod body of the fixed shaft 18 are on the same longitudinal plane, and the axes of the steering synchronization rod 11 and the fixed shaft 18 are both located on the central vertical plane of the front wheel 2. The position of the hub center axis is installed at the front end of the front wheel steering axis line to obtain the trail.

[0052] Preferably, the articulated manner of the upper suspension arm 12, the upper shock absorber 5 and the lower shock absorber 6 of the present invention with the vehicle frame 1 can adopt the common articulated manners in the art, and the above structure is based on the circumferential rotation of the articulated point.

[0053] The present invention also provides a motorcycle and an electric vehicle, including the above-mentioned front wheel suspension steering structure.

[0054] As Figure 7 shown, the Figure 7 sleeve type front fork suspension structure, double A-arm suspension structure and the suspension steering structure of the present invention are respectively from top to bottom. During the vehicle running process, when the front wheel is subjected to a vertical impact, under the sleeve type front fork suspension structure, the front wheel can only tilt upward along the axial direction of the front fork, and the moving direction of the front wheel forms an angle a with the vehicle running direction. However, for the double A-arm suspension structure and the suspension steering structure of the present invention, under the supporting action of the upper suspension arm and the lower suspension arm, the movement track of the front wheel is an arc. At the initial stage of loading, the running track of the front wheel is close to vertical upward, with better supporting effect, and the front fork structure is not easily over-compressed.

[0055] As Figure 8 shown, the connection points of the sleeve type front fork suspension structure, the double A-arm suspension structure and the suspension steering structure of the present invention with the vehicle frame are respectively located in the areas shown as A1, A2, and A3. Due to structural limitations, the connection point of the sleeve type front fork suspension structure with the vehicle frame is concentrated in the frontmost area at the upper part of the vehicle frame. This area needs to bear both vertical and horizontal impact forces, with concentrated stress and easy damage. Similarly, although the double A-arm suspension structure is connected to the vehicle frame at multiple points, all its connection points are still limited to the upper area of the vehicle frame. This area needs to bear both vertical and horizontal impact forces, with concentrated stress and easy damage. However, for the suspension steering mechanism of the present invention, the connection points with the vehicle frame are distributed in different upper, middle and lower areas in the front of the vehicle frame. The horizontal impact force received by the front wheel is borne by the lower suspension arm assembly, and the vertical impact force is dispersed and borne by the upper suspension arm assembly and the upper shock absorber. The stress structure is reasonable and the anti-impact ability is strong.

[0056] A preferred embodiment of the present invention is as follows: The front fork assembly includes two front fork blades symmetrically arranged on both sides of the wheel. The front ends of the two front fork blades are hinged to the hub center of the wheel, and an upper cantilever bracket is provided at the top of the two front fork blades. The upper cantilever assembly includes an upper cantilever arranged in an "A" shape. The front end of the upper cantilever is hinged to a steering link on the upper cantilever bracket, and the rear end of the upper cantilever is hinged to the frame. The lower cantilever assembly includes lower cantilevers symmetrically arranged on both sides of the wheel. The main body of the lower cantilever is in a straight rod shape. The front ends of the two lower cantilevers are respectively hinged to the rear ends of the front fork blades on the same side. The steering synchronization assembly includes a synchronization rod and steering wing plates symmetrically arranged on both sides of the synchronization rod. The free ends of the two steering wing plates point in the direction of the rear side of the frame. The free ends of the two steering wing plates are respectively hinged to the rear ends of the lower cantilevers on the same side. One end of the upper shock absorber is hinged to the upper part of the frame, and the other end is hinged to a connecting shaft provided on the upper cantilever assembly. One end of the lower shock absorber is hinged to the middle or lower part of the frame, and the other end is hinged to the rod body of the steering synchronization rod. Preferably, the inclination angle of the front fork assembly is the same as that of the steering synchronization rod; the distance between the front and rear ends of the upper cantilever assembly is the same as the distance between the front and rear ends of the lower cantilever; the horizontal distance between the hinge position at the front end of the front fork blade and the hinge position at the rear end of the lower cantilever is equal to the horizontal distance from the hub center of the front wheel to the steering synchronization rod 11.

[0057] The working principle of the present invention is as follows:

[0058] 1. Shock absorption implementation method

[0059] 1) Vertical impact: When the vehicle encounters uneven road surfaces during driving, the upper cantilever and the lower cantilever will swing up and down simultaneously with their respective rear hinge points as the centers. The front fork blade will move up and down while keeping its own inclination angle unchanged and drive the front wheel to move synchronously. At the same time, the upper shock absorber installed on the upper cantilever assembly will be compressed or released, absorbing part of the impact force generated by the uneven road surface to keep the vehicle running smoothly.

[0060] 2) Lateral impact: When the front wheel is subjected to a lateral impact force, the impact force will be transmitted to the lower shock absorber through the front fork assembly, the lower cantilever assembly, and the steering synchronization assembly. While the lower shock absorber is compressed inward, the steering synchronization assembly will rotate backward around the center point of the cross universal joint to change the inclination angle. The front fork assembly will rotate backward around the hinge point of the upper steering link (the inclination angles of the front fork assembly and the steering synchronization assembly remain the same), thereby changing the inclination angle of the front fork and causing the front wheel to move backward. After the backward impact force disappears, the resilience of the lower shock absorber drives the steering synchronization assembly, the front fork assembly, and the lower cantilever to move in the reverse direction to make the front wheel move forward.

[0061] 2. Steering implementation method

[0062] 1) Steering of the front wheel: When steering, the steering force is transmitted to the steering riser through the handlebar, and then transmitted from the cross universal joint at the lower end of the steering riser to the steering synchronization rod. Through the rotation of the steering synchronization rod, the front fork assembly and the front wheel installed on the front fork assembly are driven to rotate synchronously through the lower cantilever assembly. At the same time, under the joint action of the fixed shaft and the bushing, the upper cantilever assembly will not swing accordingly. The rotation angle of the steering synchronization assembly is always consistent with the rotation angle of the front fork. The lower cantilever, the steering synchronization assembly, and the front fork assembly are connected with a ball joint, which has the function of swinging up and down as well as left and right.

[0063] 3. Simultaneous realization of shock absorption and steering

[0064] 1) The front wheel moves in three directions: up and down, front and back, and rotation. When subjected to vertical impact, the lower cantilever

[0065] While transmitting the impact force of the road surface up and down, it also has the function of transmitting steering force, and the movement in the two directions does not interfere with each other. When subjected to lateral impact force, the inclination angle of the front fork assembly is consistent with the inclination angle of the steering synchronization assembly body. When the wheel rotates and moves up and down, it has the function of changing the inclination angle of the front fork to achieve lateral movement of the front wheel.

[0066] The advantages of the present invention are:

[0067] 1) The stress structure is reasonable and has strong impact resistance, especially for lateral impact forces that deviate greatly from the direction of vehicle movement. It also has very good structural bearing capacity.

[0068] 2) It has the function of buffering and absorbing lateral impact force, which further greatly increases the ability to withstand lateral impact force.

[0069] 3) The front wheel steering tilt angle can be adjusted.

[0070] 4) The support effect is better during braking.

[0071] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A front-wheel suspension steering structure, including a frame and a front wheel located in front of the frame. A handlebar is provided on the frame, and a steering column is provided below the handlebar. The feature is that, Comprising a front fork assembly, an upper suspension arm assembly, a lower suspension arm assembly, a steering synchronization assembly, and an upper shock absorber and a lower shock absorber hinged to the vehicle frame; The front fork assembly includes at least one front fork blade, the front fork blade having a front end hinged to the hub center of the front wheel, the top of the front fork blade being bent toward the front wheel side to form an upper suspension arm bracket, a fixed shaft being provided on the upper suspension arm bracket, the axis of the fixed shaft pointing to the hub center of the front wheel along the radial direction of the front wheel, a bushing being sleeved outside the fixed shaft, and a steering link being provided on the bushing; The upper suspension arm assembly includes at least one upper suspension arm, the upper suspension arm having a front end hinged to the steering link and a rear end hinged to the vehicle frame; the free end of the upper shock absorber is connected to the front fork assembly or the upper suspension arm assembly; The lower suspension arm assembly includes at least one lower suspension arm, the lower suspension arm having a front end hinged to the front fork assembly; The steering synchronization assembly includes a steering synchronization rod, the top end of the steering synchronization rod being connected to the lower end of the steering column through a universal joint, at least one steering wing being provided outside the steering synchronization rod, the steering wing being hinged to the rear end of the lower suspension arm provided on the same side, and the free end of the lower shock absorber being hinged to the rod body of the steering synchronization rod; the rod body of the steering synchronization rod and the rod body of the fixed shaft are in the same longitudinal plane; The number of the front fork blades is two, which are respectively arranged on both sides of the front wheel, both ends of the upper suspension arm bracket being respectively connected to the tops of the two front fork blades, and the two front fork blades and the upper suspension arm bracket enclosing to form a frame structure; The number of the steering links is two, which are symmetrically arranged on both sides of the bushing respectively; The number of the upper suspension arms is two, the two upper suspension arms being symmetrically arranged based on the central vertical plane of the front fork assembly; the front ends of the two upper suspension arms are respectively hinged to the two steering links; A connecting shaft is provided between the two upper suspension arms, and the free end of the upper shock absorber is hinged to the connecting shaft.

2. The front-wheel suspension steering structure according to claim 1, wherein The number of the lower suspension arms is two, the lower suspension arms being symmetrically arranged based on the central vertical plane of the front fork assembly; the front ends of the two lower suspension arms are respectively hinged to the rear ends of the front fork blades on the same side.

3. The front-wheel suspension steering structure according to claim 1, characterized in that, The axis of the steering synchronization rod is parallel to the axis of the fixed shaft.

4. A front-wheel suspension steering structure according to claim 1, characterized in that, A hinge seat is provided at the lower end of the steering synchronization rod, and the free end of the lower shock absorber is hinged to the hinge seat.

5. A front wheel suspension steering structure according to claim 1, characterized in that, The distance between the position of the front fork blade hinged to the hub center of the front wheel and the position of the lower suspension arm hinged to the steering wing is equal to the distance from the hub center of the front wheel to the steering synchronization rod.

6. A motorcycle, characterized in that, Comprising a front wheel suspension steering structure according to any one of claims 1-5.

7. An electric vehicle, characterized in that, Comprising a front wheel suspension steering structure according to any one of claims 1-5.

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