A front suspension and vehicle

Abstract

The application discloses a front suspension and a vehicle, and relates to the field of vehicle suspensions, and discloses a front suspension, which comprises a front frame, a steering pull rod and a steering mechanism, wherein the steering pull rod is arranged on the front frame; the steering mechanism comprises a lower control arm, a steering knuckle and an upper control arm, one side of the lower control arm is hinged to the front frame around an axis in the front-rear direction, the other side of the lower control arm is hinged to the steering knuckle around an axis in the up-down direction, one end of the upper control arm and one end of the steering pull rod are respectively hinged to the steering knuckle around an axis in the up-down direction, the steering knuckle is provided with a first rotation-stopping piece, the lower control arm is provided with a second rotation-stopping piece corresponding to the position of the first rotation-stopping piece, and when the steering knuckle rotates to the position where the first rotation-stopping piece abuts against the second rotation-stopping piece, the first rotation-stopping piece and the second rotation-stopping piece limit the steering knuckle from continuing to rotate; the application limits the over-limit steering of the steering knuckle, greatly improves the reliability of the steering system, and is especially suitable for use in harsh working conditions such as off-road driving.

Description

Technical Field

[0001] This invention relates to the field of vehicle suspension, and more particularly to a front suspension and a vehicle. Background Technology

[0002] The front suspension of a car includes structures such as control arms and steering gear. The steering gear, through steering tie rods, pulls the wheels to rotate, enabling the vehicle to turn. The steering gear also has a limiting mechanism to allow the wheels to rotate within a certain angle. When the wheel angle reaches a set limit, a strong external impact can deform or even break the steering tie rod. At this point, the wheel sway angle will exceed the set limit, and the entire suspension system will lose control. This is especially true in off-road vehicles, where the driving environment is often unpaved roads, mountains, deserts, and other harsh conditions, making suspension system loss of control more likely. Therefore, there is an urgent need for a front suspension that can better prevent the suspension system from losing control when the steering angle exceeds the limit. Summary of the Invention

[0003] The present invention aims to solve the technical problems existing in the above-mentioned background art, and proposes a front suspension and vehicle.

[0004] A front suspension according to a first aspect embodiment of the present invention includes: Front frame; Steering tie rod, mounted on the front frame; The steering mechanism includes a lower control arm, a steering knuckle, and an upper control arm. One side of the lower control arm is hinged to the front frame about an axis in the longitudinal direction, and the other side of the lower control arm is hinged to the steering knuckle about an axis in the vertical direction. One end of the upper control arm and the steering tie rod are respectively hinged to the steering knuckle about an axis in the vertical direction. The steering knuckle is provided with a first anti-rotation member, and the lower control arm is provided with a second anti-rotation member corresponding to the position of the first anti-rotation member. When the steering knuckle rotates to the point where the first anti-rotation member abuts against the second anti-rotation member, the first anti-rotation member and the second anti-rotation member restrict the steering knuckle from continuing to rotate.

[0005] This technical solution has at least the following beneficial effects: the inner end of the steering tie rod is hinged to the output end of the steering gear, and the outer end is hinged to the steering knuckle, which is responsible for converting the linear motion of the external steering gear into the rotational motion of the steering knuckle. Steering frames that drive the wheels to turn are respectively set on both sides of the front frame. In each steering frame, the inner side of the lower control arm is hinged to the front frame around the axis of the vehicle in the longitudinal direction, allowing it to swing up and down, while the outer side is hinged to the steering knuckle around the axis of the vertical direction. The upper control arm and the steering tie rod are also respectively hinged to the steering knuckle. When the wheel exceeds the angle limit due to an impact that is about to cause danger, the first anti-rotation component will make mechanical contact with the second anti-rotation component and abut against each other, thereby forcibly preventing the steering knuckle from continuing to rotate in the dangerous direction, effectively protecting the steering tie rod from overload damage, and preventing components such as the drive shaft from breaking due to excessive sway angle. In this way, by limiting the over-limit steering of the steering knuckle, the reliability of the steering system is greatly improved, especially suitable for use in harsh conditions such as off-road driving.

[0006] According to some embodiments of the present invention, the maximum angle at which the steering knuckle is configured to rotate safely is denoted as a, and the angle at which the steering knuckle rotates to the point where the first anti-rotation member abuts against the second anti-rotation member is denoted as b, where b = ma, and the value of m ranges from 1 to 1.1.

[0007] According to some embodiments of the present invention, after the steering knuckle rotates at its maximum angle a, the distance between the first anti-rotation member and the second anti-rotation member is the anti-rotation distance, and the value of the anti-rotation distance is between 5 mm and 8 mm.

[0008] According to some embodiments of the present invention, the first anti-rotation member is located on the front side of the steering knuckle, and the second anti-rotation member is located on the front side of the lower control arm.

[0009] According to some embodiments of the present invention, the second anti-rotation member has a rotation surface on the side near the first anti-rotation member, the rotation surface extending forward at an angle toward the front frame, and the first anti-rotation member being able to rotate to abut against the rotation surface.

[0010] According to some embodiments of the present invention, the first anti-rotation member extends in the vertical direction, and the upper and lower ends of the first anti-rotation member protrude from the second anti-rotation member respectively. The portion of the first anti-rotation member that abuts against the second anti-rotation member is a pressing portion, and the pressing portion is in contact with the anti-rotation surface.

[0011] According to some embodiments of the present invention, a connecting platform is formed on the bottom side of the steering knuckle in the direction close to the front frame, the lower control arm is hinged to the top side of the connecting platform, a clearance opening is provided at the bottom of the steering knuckle for the lower control arm to move and avoid, the portion of the steering knuckle located in front of the clearance opening extends in the direction close to the front frame and forms a front connecting portion, and the first anti-rotation member is located on the side of the front connecting portion close to the front frame.

[0012] According to some embodiments of the present invention, the lower control arm includes a mounting block, a first connecting segment spaced apart from one side of the mounting block in a front-rear direction, and a second connecting segment connected to the other side of the mounting block. The two first connecting segments are respectively hinged to the front frame, the second connecting segment is hinged to the steering knuckle, and the second anti-rotation member is located on the front side of the steering knuckle.

[0013] According to some embodiments of the present invention, the second connecting segment is rotatably connected to the mounting block about an axis in the front-rear direction.

[0014] A vehicle according to a second aspect of the present invention includes the aforementioned front suspension.

[0015] This technical solution has at least the following beneficial effects: Since the vehicle has the aforementioned front suspension, even if the vehicle experiences a lateral wheel impact under adverse road conditions, the first and second anti-rotation components can be used to limit the steering after over-steering, thereby forcibly preventing the steering knuckle from continuing to rotate in the dangerous direction. This effectively protects the steering tie rod from overload damage and prevents components such as the drive shaft from breaking due to excessive sway angle, greatly improving the reliability of the steering system. It is especially suitable for use in harsh conditions such as off-road driving.

[0016] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly explained below. Obviously, the described drawings are only a part of the embodiments of the present invention, and not all of them. Those skilled in the art can obtain other design schemes and drawings based on these drawings without creative effort.

[0018] Figure 1 This is a perspective view of the front suspension of the present invention.

[0019] Figure 2 This is a perspective view of the steering mechanism of the present invention.

[0020] Figure 3 yes Figure 2A magnified view of part A.

[0021] In the attached diagram: 100-front frame, 200-steering tie rod, 310-lower control arm, 311-second anti-rotation component, 312-mounting block, 313-first connecting section, 314-second connecting section, 320-steering knuckle, 321-first anti-rotation component, 322-clearance opening, 323-front connecting part, 324-connecting platform, 330-upper control arm. Detailed Implementation

[0022] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0023] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0024] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0025] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0026] Reference Figure 1 and Figure 2According to a first aspect of the present invention, a front suspension includes a front frame 100, a steering tie rod 200, and a steering mechanism, wherein the steering tie rod 200 is disposed on the front frame 100; the steering mechanism includes a lower control arm 310, a steering knuckle 320, and an upper control arm 330, one side of the lower control arm 310 being hinged to the front frame 100 about an axis in the longitudinal direction, and the other side of the lower control arm 310 being hinged to the steering knuckle 320 about an axis in the vertical direction, and the upper control arm 330 being connected to the steering tie rod 200... One end is hinged to the steering knuckle 320 around the vertical axis. The steering knuckle 320 is provided with a first anti-rotation member 321. The lower control arm 310 is provided with a second anti-rotation member 311 corresponding to the position of the first anti-rotation member 321. When the steering knuckle 320 rotates to the point where the first anti-rotation member 321 abuts against the second anti-rotation member 311, the first anti-rotation member 321 and the second anti-rotation member 311 restrict the steering knuckle 320 from continuing to rotate. In practical applications, steering mechanisms are provided on both sides of the front frame 100.

[0027] As described above, the inner end of the steering tie rod 200 is hinged to the output end of the steering gear, while the outer end is hinged to the steering knuckle 320. It is responsible for converting the linear motion of the external steering gear into the rotational motion of the steering knuckle 320. Steering frames for steering the wheels are respectively installed on both sides of the front frame 100. In each steering frame, the inner side of the lower control arm 310 is hinged to the front frame 100 around the vehicle's longitudinal axis, allowing it to swing up and down. The outer side is hinged to the steering knuckle 320 around the vertical axis. The upper control arm 330 and the steering tie rod... The rods 200 are also hinged to the steering knuckles 320. When the wheel is about to be in danger due to an impact, the first anti-rotation member 321 will make mechanical contact with the second anti-rotation member 311 and abut against each other, thereby forcibly preventing the steering knuckles 320 from continuing to rotate in the dangerous direction. This effectively protects the steering tie rods 200 from overload damage and prevents components such as the drive shaft from breaking due to excessive sway angle. By limiting the over-limit steering of the steering knuckles 320, the reliability of the steering system is greatly improved, making it especially suitable for use in harsh conditions such as off-road driving.

[0028] The limiting mechanism inside the steering gear defines the theoretical maximum angle for safe wheel rotation. If the angle at which the mechanical hard limit is activated is exactly equal to or too close to the theoretical maximum angle for safe wheel rotation, due to manufacturing tolerances, assembly clearances, and the elastic deformation of the suspension system under stress, the mechanical limit mechanism may accidentally contact when the vehicle is normally turned to its limit position, resulting in abnormal noise, impact, and accelerated wear of the limiting structure, affecting the normal driving experience. Conversely, if the theoretical maximum angle for safe wheel rotation is much greater than the angle at which the mechanical hard limit is activated, it means that after the steering gear limit fails, the wheel has a large free overtravel, and the suspension components may be damaged within this travel, rendering the hard limit ineffective. Therefore, in this embodiment, the maximum angle at which the steering knuckle 320 can be safely rotated is denoted as 'a', and the angle at which the steering knuckle 320 rotates to the point where the first anti-rotation member 321 abuts against the second anti-rotation member 311 is denoted as 'b', where b = ma, and the value of m ranges from 1 to 1.1. By introducing a coefficient m slightly greater than 1 to define the relationship between b and a, for example, m can be 1.05, which better balances the normal steering safety margin with the timeliness of over-limit impact protection. This ensures that before the vehicle is in normal driving and the steering reaches the steering gear limit a, there will be no interference between the first anti-rotation component 321 and the second anti-rotation component 311, guaranteeing smooth and quiet steering feel. When the steering system faces the risk of failure due to impact, and the angle exceeds a and reaches b, the first anti-rotation component 321 and the second anti-rotation component 311 press against each other to ensure steering stability, thus providing effective immediate protection without affecting daily use.

[0029] During the design phase, the positions of the first anti-rotation component 321 and the second anti-rotation component 311 can be initially set based on the theoretical maximum angle that the wheel can safely rotate. To further verify whether other parts will experience motion interference and to prevent damage to other parts before the limiting structure contacts, in this embodiment, after the steering knuckle 320 rotates to its maximum angle α, the distance between the first anti-rotation component 321 and the second anti-rotation component 311 is the anti-rotation distance, which ranges from 5 mm to 8 mm. This provides a clearer and more operable physical benchmark during design, manufacturing, and inspection. Engineers can directly measure and optimize this gap on the 3D digital model, and the workshop can use feeler gauges and other tools to inspect whether the gap is qualified on the actual vehicle or component. Controlling the anti-rotation distance within the range of 5 mm to 8 mm can effectively absorb component tolerances and system deformation, prevent accidental contact during normal driving, and ensure that the excessive physical displacement of the wheel is strictly limited to a small range when an impact occurs, triggering protection in time.

[0030] In the above embodiments, the anti-rotation limiting structures of the first anti-rotation member 321 and the second anti-rotation member 311 can be set on the rotation path of the steering knuckle 320 in any direction. In this embodiment, the first anti-rotation member 321 is located on the front side of the steering knuckle 320, and the second anti-rotation member 311 is located on the front side of the lower control arm 310. Arranging the anti-rotation structure on the front side of the steering knuckle 320 and the lower control arm 310 is advantageous because the front side of the steering knuckle 320 is often the area where brake calipers are installed or where there are reinforcing ribs, resulting in high structural strength. The front end of the lower control arm 310 also usually has a large design space. This utilizes the characteristics of this area, which is usually more stable and has relatively ample space. By arranging it forward, when the limiting contact occurs, the direction of the impact force is at a certain angle to the vehicle's forward direction, which is conducive to more smoothly transmitting the impact force to the robust front frame 100, rather than having it entirely borne laterally by the lower control arm 310. This optimizes the force flow path and improves the durability of the limiting mechanism itself.

[0031] When the first anti-rotation member 321 and the second anti-rotation member 311 come into contact with each other in a plane-perpendicular collision, the contact stress is concentrated, which may cause local dents or curling. At the same time, the reaction force generated by the perpendicular collision may create a large tearing moment on the hinge of the lower control arm 310. In order to better improve the stress state, such as Figure 3 As shown, in this embodiment, the second anti-rotation member 311 has a rotation surface on the side near the first anti-rotation member 321. The rotation surface extends forward at an angle towards the front frame 100, and the first anti-rotation member 321 can rotate to abut against the rotation surface. When the first anti-rotation member 321 abuts against the second anti-rotation member 311, the rotation surface of the inclined surface can change the vertical collision into an oblique contact with a certain sliding and guiding effect, thus effectively increasing the contact area, reducing the contact pressure, and reducing the risk of structural crushing. Secondly, the impact force on the inclined surface can be decomposed into a vertical resisting force and a lateral component pointing towards the center of the vehicle. The lateral component helps to guide the impact load more smoothly to the inner hinge point of the lower control arm 310 and the front frame 100, optimizing the load transmission path and reducing the impact torque on the outer ball joint of the lower control arm 310, thereby protecting the more delicate hinge components.

[0032] If the dimensions of the first anti-rotation member 321 in the vertical direction do not match the height of the anti-rotation surface of the second anti-rotation member 311 properly, it may lead to uneven contact, with contact only at the upper or lower edge, resulting in stress concentration, which can easily lead to edge cracking or structural distortion. Therefore, in this embodiment, the first anti-rotation member 321 extends in the vertical direction, and the upper and lower ends of the first anti-rotation member 321 protrude from the second anti-rotation member 311 respectively. The part of the first anti-rotation member 321 that abuts against the second anti-rotation member 311 is a pressing part, and the pressing part is in close contact with the anti-rotation surface. The first anti-rotation member 321 extends vertically and protrudes beyond the second anti-rotation member 311, thus ensuring that when the two come into contact, the portion of the first anti-rotation member 321 that contacts the anti-rotation surface can achieve a large-area, uniform contact with the inclined anti-rotation surface. In this way, the protruding portions act as reinforcing ribs or anti-flipping edges, preventing the upper and lower edges of the second anti-rotation member 311 from bending or tearing due to stress concentration under extreme impact. It also helps to ensure that the first anti-rotation member 321 and the second anti-rotation member 311 can have a large-area, uniform contact, so that the impact load can be transmitted downward through the entire height range of the first anti-rotation member 321 and dispersed through the entire anti-rotation surface of the second anti-rotation member 311, greatly improving the stability and reliability of the limiting contact and helping to prevent limiting failure caused by local deformation.

[0033] To ensure the structural strength of the location of the first anti-rotation member 321, in this embodiment, a connecting platform 324 is formed on the bottom side of the steering knuckle 320 in the direction close to the front frame 100. The lower control arm 310 is hinged to the top side of the connecting platform 324. A clearance opening 322 is provided at the bottom of the steering knuckle 320 to allow the lower control arm 310 to move freely. The portion of the steering knuckle 320 located in front of the clearance opening 322 extends in the direction close to the front frame 100 and forms a front connecting portion 323. The first anti-rotation member 321 is located on the side of the front connecting portion 323 close to the front frame 100. The bottom of the steering knuckle 320 is designed with an inwardly protruding connecting platform 324, while the outer side of the lower control arm 310 is hinged to the top of the connecting platform 324. In order to leave space for the suspension travel of the lower control arm 310, the steering knuckle 320 is designed with a clearance opening 322 behind or to the side of the connecting platform 324. When the first anti-rotation member 321 on the front connecting part 323 is impacted by the second anti-rotation member 311, since the connecting platform 324 is oriented towards the front frame 100 and has sufficient thickness, the impact force will be transmitted to the entire steering knuckle 320 through the structurally stronger connecting platform 324. This helps to prevent the force flow from passing through the weak clearance opening 322 area, thus ensuring that the limiting function does not sacrifice the strength of the steering knuckle 320 body, while cleverly integrating the limiting structure into the complex and compact wheel side space.

[0034] The lower control arm 310 needs to transfer the impact load from the wheel to the frame, and its own structural design also needs to provide a stable mounting position for the second anti-rotation member 311. As a specific implementation of the lower control arm 310, the lower control arm 310 includes a mounting block 312, a first connecting section 313 connected to one side of the mounting block 312 in the front-rear direction, and a second connecting section 314 connected to the other side of the mounting block 312. The two first connecting sections 313 are respectively hinged to the front frame 100, and the second connecting section 314 is hinged to the steering knuckle 320. The second anti-rotation member 311 is located on the front side of the steering knuckle 320. The second anti-rotation member 311 is integrated on the second connecting section 314 on the outer side of the lower control arm 310. Taking advantage of its proximity to the wheel and direct force flow, when the first anti-rotation member 321 impacts the second anti-rotation member 311, the impact force acts directly on the second connecting section 314 and is transmitted to the mounting block 312 through it, and then distributed to the two first connecting sections 313 connected to the front frame 100. This allows the lower control arm 310 to efficiently withstand and transmit the limiting impact force. At the same time, due to its proximity to the wheel center, the required structural height of the second anti-rotation member 311 is small, which is beneficial to improving its own rigidity and strength.

[0035] The second connecting segment 314 and the mounting block 312 can be directly fixedly connected. However, to improve the functional characteristics of the lower control arm 310, in this embodiment, the second connecting segment 314 is rotatably connected to the mounting block 312 about its longitudinal axis. This subdivides the function of the lower control arm 310, optimizing suspension dynamics. The mounting block 312 and the two first connecting segments 313 mainly bear longitudinal and lateral forces, maintaining the longitudinal and lateral positioning of the wheels. The rotatable second connecting segment 314 can better adapt to the torque generated during braking, allowing the wheels to have a better ground contact posture during braking, potentially improving braking stability and comfort. When anti-rotation limiting is required, there is almost no relative rotation between the second connecting segment 314 and the mounting block 312, ensuring that the limiting impact can be effectively transmitted without affecting the immediacy and rigidity of the limiting.

[0036] A vehicle according to a second aspect of the present invention includes the aforementioned front suspension. The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle needs to have an electric motor capable of outputting power or storing mechanical energy as a generator. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0037] In this vehicle, due to the aforementioned front suspension, even if the vehicle experiences a lateral wheel impact under adverse road conditions, the first anti-rotation member 321 and the second anti-rotation member 311 can limit the steering after over-limit steering, thereby forcibly preventing the steering knuckle 320 from continuing to rotate in the dangerous direction. This effectively protects the steering tie rod 200 from overload damage and prevents components such as the drive shaft from breaking due to excessive sway angle, greatly improving the reliability of the steering system. It is especially suitable for use in harsh conditions such as off-road driving.

[0038] The preferred embodiments of the present invention have been described in detail above, but the present invention is not limited to the embodiments described. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A front suspension, characterized in that: include: Front frame (100); Steering tie rod (200) is mounted on the front frame (100); The steering mechanism includes a lower control arm (310), a steering knuckle (320), and an upper control arm (330). One side of the lower control arm (310) is hinged to the front frame (100) around the front-rear axis, and the other side of the lower control arm (310) is hinged to the steering knuckle (320) around the vertical axis. One end of the upper control arm (330) and the steering tie rod (200) are respectively hinged to the steering knuckle (320) around the vertical axis. The steering knuckle (320) is provided with a first anti-rotation member (321), and the lower control arm (310) is provided with a second anti-rotation member (311) corresponding to the position of the first anti-rotation member (321). When the steering knuckle (320) rotates to the point where the first anti-rotation member (321) abuts against the second anti-rotation member (311), the first anti-rotation member (321) and the second anti-rotation member (311) restrict the steering knuckle (320) from continuing to rotate.

2. A front suspension according to claim 1, characterized in that: The maximum angle at which the steering knuckle (320) can be safely rotated is a, and the angle at which the steering knuckle (320) rotates to the point where the first anti-rotation member (321) abuts against the second anti-rotation member (311) is b, where b = ma, and the value of m is between 1 and 1.

1.

3. A front suspension according to claim 2, characterized in that: After the steering knuckle (320) rotates at the maximum angle a, the distance between the first anti-rotation member (321) and the second anti-rotation member (311) is the anti-rotation distance, and the value of the anti-rotation distance is between 5 mm and 8 mm.

4. A front suspension according to claim 1, characterized in that: The first anti-rotation member (321) is located on the front side of the steering knuckle (320), and the second anti-rotation member (311) is located on the front side of the lower control arm (310).

5. A front suspension according to claim 4, characterized in that: The second anti-rotation member (311) has a rotation surface on the side near the first anti-rotation member (321), the rotation surface extending forward at an angle toward the front frame (100), and the first anti-rotation member (321) can rotate to abut against the rotation surface.

6. A front suspension according to claim 5, characterized in that: The first anti-rotation member (321) extends in the vertical direction, and the upper and lower ends of the first anti-rotation member (321) protrude from the second anti-rotation member (311) respectively. The part of the first anti-rotation member (321) that abuts against the second anti-rotation member (311) is a pressing part, and the pressing part is in close contact with the anti-rotation surface.

7. A front suspension according to claim 4, characterized in that: A connecting platform (324) is formed on the bottom side of the steering knuckle (320) in the direction close to the front frame (100). The lower control arm (310) is hinged to the top side of the connecting platform (324). A clearance opening (322) is provided at the bottom of the steering knuckle (320) to allow the lower control arm (310) to move and avoid. The portion of the steering knuckle (320) located in front of the clearance opening (322) extends in the direction close to the front frame (100) and forms a front connecting portion (323). The first anti-rotation member (321) is located on the side of the front connecting portion (323) close to the front frame (100).

8. A front suspension according to claim 1, characterized in that: The lower control arm (310) includes a mounting block (312), a first connecting segment (313) spaced along the front-rear direction on one side of the mounting block (312), and a second connecting segment (314) connected to the other side of the mounting block (312). The two first connecting segments (313) are respectively hinged to the front frame (100), and the second connecting segment (314) is hinged to the steering knuckle (320). The second anti-rotation member (311) is located on the front side of the steering knuckle (320).

9. A front suspension according to claim 8, characterized in that: The second connecting segment (314) is rotatably connected to the mounting block (312) about the axis in the front-back direction.

10. A vehicle, characterized in that: Includes the front suspension as described in any one of claims 1 to 9.

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