Front suspension system for reverse three-wheeled electric vehicle and motorcycle

Abstract

A front suspension system for an inverted three-wheeled electric vehicle and a motorcycle comprises a frame, two sets of swing arms and two sets of front suspensions. The front suspension comprises a supporting arm, a large L-shaped lower connecting plate and a small L-shaped damping seat, one end of the lower connecting plate is hinged to one end of the damping seat to form a C-shaped structure with an assembling space in the middle, and a spring damper is assembled in the assembling space; the two supporting arms and the two swing arms are connected to form a quadrangular structure with four hinged corners, an intermediate shaft is assembled on the frame, the two supporting arms are arranged on the two sides of the intermediate shaft respectively, and the middles of the swing arms are hinged to the intermediate shaft. Compared with the prior art, the front suspension system adopts pure mechanical design, avoids the problem of electronic sudden failure, has the advantages of high reliability, high durability and high safety, and is good in operation performance, simple in structure and low in production cost.

Description

Technical Field

[0001] This utility model belongs to the field of suspension technology for electric vehicles and motorcycles, and specifically relates to a front suspension system for a three-wheeled electric vehicle or motorcycle. Background Technology

[0002] In the field of three-wheeled electric vehicles and motorcycles, the front suspension system is a key component affecting vehicle safety and performance. Existing front suspension systems mostly employ electronic control, which, while achieving a degree of automation and intelligence, also introduces numerous problems. Because electronic equipment relies on a stable power supply and complex circuit connections to operate normally, the complex and varied driving environment in actual use, such as severe weather or bumpy roads, can easily cause interference to electronic components, potentially leading to short circuits, open circuits, or poor contact, resulting in front suspension system failure. Once the front suspension system suddenly fails during operation, the vehicle will be unable to maintain a stable driving posture, especially in situations requiring high stability, such as cornering, emergency braking, or driving on slippery roads. This can easily lead to serious accidents such as skidding and rollover, posing significant safety hazards to riders and severely impacting the vehicle's reliability and safety. Furthermore, the repair costs of electronic equipment are high, and once damaged, repairs require professional technicians, causing considerable inconvenience to users. Utility Model Content

[0003] To address the aforementioned technical problems, this application proposes a front suspension system that employs a purely mechanical design. This cleverly avoids the risk of sudden electronic equipment failure, significantly improving the system's reliability, durability, and safety. It ensures stable vehicle operation under various complex road conditions and driving conditions, providing riders with a safer and more reliable driving experience. Its specific structure is as follows:

[0004] A front suspension system for a three-wheeled electric vehicle or motorcycle includes a frame, two sets of control arms, and two sets of front suspension.

[0005] The front suspension includes control arms, a large L-shaped lower control plate, and a small L-shaped shock absorber mount. One end of the lower control plate and one end of the shock absorber mount are hinged to form a C-shaped structure with an assembly space in the middle, where the spring shock absorber is installed. The two sets of control arms and two sets of swing arms are connected to form a quadrilateral structure with four corners hinged. An intermediate shaft is mounted on the frame, with the two sets of control arms located on both sides of the intermediate shaft. The middle of the swing arms is hinged to the intermediate shaft.

[0006] The intermediate shaft houses the steering shaft, which can rotate relative to the intermediate shaft. The upper end of the steering shaft extends out of the intermediate shaft and is fitted with a handlebar, while the lower end extends out of the intermediate shaft and is hinged to a steering rod. The two ends of the steering rod are connected to the front suspension on both sides via universal joints.

[0007] Furthermore, a telescopic damping rod is hinged between the lower plate and the shock absorber seat. The damping rod is located outside the spring shock absorber, so that the C-shaped structure closes into an U-shaped structure.

[0008] Furthermore, the support arm includes an inner rod and an outer tube that are sleeved together and can rotate relative to each other. The swing arm is assembled and connected to the outer tube. The upper end of the inner rod is assembled and connected to the outer tube, and the lower end extends out of the outer tube and is equipped with an upper connecting plate. The upper connecting plate and the lower connecting plate are assembled and fixed.

[0009] Furthermore, the upper and lower connecting plates are connected and fixed by a dovetail tenon and mortise structure.

[0010] Furthermore, weight-reducing grooves are distributed on the lower connecting plate.

[0011] Furthermore, the swing arm is a double-arm structure with a forearm and a rear arm. A first slot in the middle and a second slot on both sides are provided between the forearm and the rear arm. The intermediate shaft is located in the first slot, and the support arm is hinged to the side wall of the second slot.

[0012] Furthermore, a connecting part is provided on the side of the outrigger, and a hinge shaft is provided on the connecting part. The two ends of the hinge shaft are hinged to the ends of the forearm and the rear arm. The hinge shaft and the side wall of the second cavity form an active space, and the outrigger is located in the active space.

[0013] Furthermore, a connecting seat is installed at the lower end of the steering shaft, a connecting shaft is provided on the connecting seat, an adjusting seat is hinged on the connecting shaft, a U-shaped sheet metal part is installed on the adjusting seat, a U-shaped groove is provided on the sheet metal part and an adjusting component that can adjust the opening of the U-shaped groove, and the middle part of the steering rod is locked at the opening of the U-shaped groove.

[0014] Furthermore, the adjusting component includes a first adjusting rod, a flexible pad, and two adjusting blocks; the first adjusting rod is a threaded screw structure with a spur thread and a reverse thread, the two adjusting blocks are respectively mounted on the spur thread and the reverse thread, the lower adjusting block is fixed on the adjusting seat, the sheet metal part has through holes on the side walls on both sides of the U-shaped groove, the adjusting blocks are located in the through holes, and the pad is placed between the adjusting blocks and the through holes.

[0015] Furthermore, the end of the steering rod and the universal joint are connected by a second adjusting rod with a positive and negative thread structure.

[0016] Compared with the prior art, this application has the following beneficial technical effects:

[0017] 1. The front suspension system adopts a purely mechanical design, avoiding the problem of sudden electronic failure. It has the advantages of high reliability, high durability, and high safety. It has good operation performance, simple structure, and low production cost.

[0018] 2. The addition of telescopic damping rods further enhances the shock absorption performance of the front suspension system. It can effectively attenuate the rebound force of the shock absorber springs, reduce vibration and bumps during vehicle operation, and improve riding stability and comfort. At the same time, the slit structure also enhances the structural strength and stability of the entire front suspension, which helps to extend the service life of the system.

[0019] 3. The outrigger design can better absorb and disperse forces from different directions during vehicle operation, reduce stress concentration, and improve the reliability and durability of the system.

[0020] 4. The dovetail tenon structure can significantly enhance the interlocking strength between the two, ensuring that the upper and lower connecting plates will not loosen or separate under various complex stress conditions during vehicle operation, thereby ensuring the overall stability and reliability of the front suspension system and improving the safety of vehicle operation.

[0021] 5. The weight-reducing groove design effectively reduces the weight of the front suspension system without reducing the structural strength of the lower connecting plate.

[0022] 6. The double-arm design of the control arms allows them to better withstand and transmit various forces and torques during vehicle operation, enhancing the system's rigidity and stability, and ensuring vehicle handling performance and driving safety. Furthermore, the control arms' connecting parts effectively improve structural strength.

[0023] 7. The opening of the U-shaped groove can be easily adjusted through the adjustment component, thereby achieving fine adjustment of the position and angle of the steering rod, ensuring the accuracy and consistency of the steering system, effectively solving the problem of non-parallelism of the front two wheels caused by tolerance accuracy issues, improving the vehicle's driving stability and handling performance, and also providing convenience for vehicle production and later maintenance, facilitating personalized adjustments and calibrations according to the specific conditions of different vehicles.

[0024] 8. The second adjustment lever allows for fine-tuning of the length and angle of the steering rod during vehicle assembly and maintenance to ensure the parallelism of the front two wheels and the precision of the steering system, thereby improving the overall performance and driving safety of the vehicle. Attached Figure Description

[0025] Figure 1 This is a 3D view of the front suspension system.

[0026] Figure 2 This is a front view of the front suspension system.

[0027] Figure 3 This is a schematic diagram of the parking structure and the quadrilateral structure.

[0028] Figure 4 This is a 3D view of the front suspension.

[0029] Figure 5 This is a schematic diagram of the steering rod and related structures.

[0030] Figure 6 This is an exploded view of the connecting seat, adjusting seat, and adjusting component.

[0031] Figure 7 A schematic diagram of the control handle and related structures.

[0032] Figure 8 This is a diagram showing the status of the control handle when the vehicle is parked.

[0033] Figure 9 This is a diagram showing the state of the control handle when the vehicle is not parked.

[0034] Figure 10 This is a three-dimensional view of the control unit.

[0035] Figure 11 Schematic diagram of the locking part and the swing arm Figure 1 .

[0036] Figure 12 Schematic diagram of the locking part and the swing arm Figure 2 .

[0037] The following is an explanation of the reference numerals in the attached figures:

[0038] 100. Frame; 110. Intermediate axle; 111. Limiting protrusion; 120. Steering shaft; 121. Connecting seat; 122. Limiting stop; 123. Connecting shaft; 130. Handlebar; 140. Steering rod; 141. Universal joint; 150. Adjusting seat; 160. Adjusting component; 161. First adjusting rod; 162. Bushing; 163. Adjusting block; 170. Second adjusting rod; 180. Sheet metal part; 181. U-shaped groove; 182. Through hole;

[0039] 200, Swing arm; 210, Forearm; 220, Rear arm; 230, First slot; 240, Second slot; 250, Rubber pad;

[0040] 300. Front suspension; 310. Control arm; 311. Inner rod; 312. Outer tube; 313. Connecting part; 314. Hinge shaft; 320. Upper connecting plate; 330. Lower connecting plate; 331. Weight reduction groove; 340. Shock absorber seat; 341. Spring shock absorber; 342. Damping rod;

[0041] 400. Parking structure; 410. Control handle; 411. Control seat; 412. Damping shaft; 413. Connecting end; 414. Control end; 415. Second mounting slot; 416. Second limiting slot; 420. Cable; 421. First block; 422. Second block; 430. Control unit; 431. Telescopic column; 432. Reset slot; 433. Control slot; 434. Reset spring; 435. Baffle; 436. Fixed seat; 437. First mounting slot; 438. First limiting slot; 440. Locking part; 441. Locking slot; 442. Protrusion. Detailed Implementation

[0042] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0043] In the following embodiments, the same or similar reference numerals denote the same or similar components or components with 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.

[0044] In the description of this utility model, it should be understood that the terms such as center, longitudinal, transverse, length, width, thickness, upper, lower, front, back, left, right, vertical, horizontal, top, bottom, inner, outer, clockwise, and counterclockwise, indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description; therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features shown. In the description of this utility model, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," etc., should be interpreted broadly, and those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0045] Reference Figures 1 to 12A front suspension system for a three-wheeled electric vehicle or motorcycle includes a frame 100, a parking structure 400, two sets of swing arms 200, and two sets of front suspensions 300. The front suspension 300 consists of a control arm 310, a large L-shaped lower connecting plate 330, and a small L-shaped shock absorber 340. One end of the lower connecting plate 330 is hinged to one end of the shock absorber 340, forming a C-shaped structure with an assembly space in the middle. A spring shock absorber 341 is installed within the assembly space. The two sets of control arms 310 and the two sets of swing arms 200 are connected to form a quadrilateral structure with four corners hinged. An intermediate shaft 110 is mounted on the frame 100, with the two sets of control arms 310 located on either side of the intermediate shaft 110. The middle of the swing arms 200 is hinged to the intermediate shaft 110. The intermediate shaft 110 houses the steering shaft 120. The intermediate shaft 110 and the steering shaft 120 can rotate relative to each other. The upper end of the steering shaft 120 extends out of the intermediate shaft 110 and is fitted with a handlebar 130. The lower end extends out of the intermediate shaft 110 and is hinged to a steering rod 140. The two ends of the steering rod 140 are respectively assembled and connected to the front suspension 300 on both sides through universal joints 141.

[0046] This front suspension system employs a purely mechanical design, avoiding the problems associated with sudden electronic malfunctions. It boasts high reliability, durability, and safety, offering excellent operability, a simple structure, and low production costs. Notably, in traditional front suspension systems, achieving the same lean angle is easier with smaller wheel diameters. Therefore, to achieve a 40° lean angle, traditional systems require wheels of 13 inches or smaller. However, this system, even with 14-inch wheels, still achieves a 40° lean angle. This improves maneuverability while providing a larger lean angle, resulting in better vehicle balance and stability when cornering or riding on slippery surfaces. This effectively prevents skidding or tipping, providing riders with a safer and more reliable driving experience.

[0047] The parking mechanism 400 includes a control handlebar 410, a cable 420, and a parking lock. The parking lock includes a control unit 430 and a locking unit 440. The control unit 430 is mounted on the frame 100, and the locking unit 440 is fixed to the swing arm 200. The control unit 430 locks the quadrilateral structure by restricting the movement of the locking unit 440. Specifically, the control unit 430 is equipped with a resettable telescopic post 431, and the control handlebar 410 is connected to the telescopic post 431 via the cable 420. The locking unit 440 has a locking groove 441. When the swing arm 200 is horizontal, the telescopic post 431 faces the locking groove 441. The control handlebar 410 controls the telescopic post 431 to extend into the locking groove 441 to achieve the parking function. The control handlebar 410 is mounted on the handlebar 130, allowing the rider to conveniently operate the control handlebar 410 with one hand to perform parking operations while riding. When the rider needs to stop, he operates the control handle 410 to extend the telescopic column 431 into the locking groove 441, thereby locking the position of the swing arm 200, so that the vehicle can be kept in a stable parking state without the rider having to put both feet on the ground for support, which improves the convenience and safety of parking, especially when encountering red lights or temporary parking, it can effectively reduce the rider's fatigue.

[0048] To improve the reliability and ease of operation of the parking structure 400, a protrusion 442 is provided on the locking part 440, and a locking groove 441 is located in the middle of the protrusion 442. The locking groove 441 is flared on the side facing the telescopic column 431. The design of the protrusion 442 increases the structural strength of the locking part 440, while the flared design facilitates the smooth insertion of the telescopic column 431 into the locking groove 441, improving the accuracy and reliability of parking operation. Even with slight vehicle shaking or minor deviations in the position of the swing arm 200, the telescopic column 431 can accurately enter the locking groove 441, ensuring parking stability. A control seat 411 is mounted on the handlebar 130. The control handle 410 is hinged to the control seat 411 via a damping shaft 412. With the hinge point as the boundary, one end of the control handle 410 is the connecting end 413, and the other end is the control end 414. The cable 420 is connected and fixed to the connecting end 413. The tension of the cable 420 can be changed by rotating the control handle 410, thereby controlling the telescopic column 431, which is easy to operate.

[0049] The assembly structure of the control handle 410 is as follows: The control unit 430 is provided with a reset groove 432 and a control groove 433. The tail end of the telescopic column 431 is located within the control groove 433, and the head end passes through the reset groove 432 and extends out from the control unit 430. A reset spring 434 and a baffle 435 are installed within the reset groove 432. The baffle 435 is fixed to the telescopic column 431, and the reset spring 434 abuts against the baffle 435 and the inner wall of the reset groove 432. The tail end of the telescopic column 431 is connected to the cable 420. The reset spring 434 helps the telescopic column 431 to reset. When parking, operating the control handle 410 slacks the cable 420. Under the action of the reset spring 434, the telescopic column 431 extends into the control unit 430, keeping the vehicle in a stable parking state. When the parking position is released, operate the control handle 410, pull the cable 420 to retract the telescopic column 431 so that it is disengaged from the locking part 440, and the swing arm 200 can move freely.

[0050] The cable 420 is assembled using a detachable design for easy maintenance. Specifically, the tail end of the telescopic column 431 is equipped with a fixing seat 436, which has a first mounting groove 437. The side wall of the first mounting groove 437 has a first limiting groove 438. The end of the cable 420 has a first block 421 with an outer diameter larger than the diameter of the cable 420. The first block 421 is located within the first mounting groove 437, and the cable 420 is located within the first limiting groove 438. The connecting end 413 has a second mounting groove 415, which has a second limiting groove 416 on the side wall of the first mounting groove 437. The end of the cable 420 has a second block 422 with an outer diameter larger than the diameter of the cable 420. The second block 422 is located within the second mounting groove 415, and the cable 420 is located within the second limiting groove 416.

[0051] A telescopic damping rod 342 is also hinged between the lower connecting plate 330 and the shock absorber seat 340. The damping rod 342 is located outside the spring shock absorber 341, so that the C-shaped structure closes into an orifice structure. The damping rod 342 can effectively attenuate the rebound force of the shock absorber spring, reduce the vibration and bumps of the vehicle during driving, and improve the stability and comfort of riding. At the same time, the orifice structure also enhances the structural strength and stability of the entire front suspension 300, which helps to extend the service life of the system.

[0052] The control arm 310 is designed with an inner rod 311 and an outer tube 312 that are fitted together and can rotate relative to each other. The swing arm 200 is fitted to the outer tube 312. The upper end of the inner rod 311 is fitted to the outer tube 312, and the lower end extends from the outer tube 312 and is fitted with an upper connecting plate 320. The upper connecting plate 320 and the lower connecting plate 330 are fitted and fixed together. The fitted control arm 310 design can better absorb and disperse forces from different directions during vehicle operation, reduce stress concentration, and improve the reliability and durability of the system. The upper connecting plate 320 and the lower connecting plate 330 are connected and fixed by a dovetail tenon and mortise structure. The dovetail tenon and mortise structure can significantly enhance the interlocking strength between the two, ensuring that the upper connecting plate 320 and the lower connecting plate 330 will not loosen or separate under various complex stress conditions during vehicle operation, thereby ensuring the overall stability and reliability of the front suspension system and improving the safety of vehicle operation. The lower connecting plate 330 has weight reduction grooves 331 distributed on it, which effectively reduces the weight of the front suspension system without reducing the structural strength, which helps to improve the vehicle's driving performance, such as acceleration, braking and energy efficiency, while reducing production costs.

[0053] The swing arm 200 adopts a double-arm structure with a front arm 210 and a rear arm 220. A first slot 230 is located in the middle between the front arm 210 and the rear arm 220, and second slots 240 are located on both sides. An intermediate shaft 110 is located within the first slot 230, and the support arm 310 is hinged to the side wall of the second slot 240. A connecting portion 313 is provided on the side of the support arm 310, and a hinge shaft 314 is provided on the connecting portion 313. The two ends of the hinge shaft 314 are hinged to the ends of the front arm 210 and the rear arm 220. The hinge shaft 314 and the side wall of the second slot 240 enclose a movable space, within which the support arm 310 is located. This double-arm structure design of the swing arm 200 allows it to better withstand and transmit various forces and torques during vehicle operation, enhancing the rigidity and stability of the system and ensuring vehicle handling performance and driving safety. Furthermore, the connecting portion 313 effectively improves the structural strength of the support arm 310.

[0054] Furthermore, rubber pads 250 are fitted on both sides of the first slot 230 of the swing arm 200. The rubber pads 250 act as limiters, restricting the rotation angle of the intermediate shaft 110 and preventing direct collision between the intermediate shaft 110 and the swing arm 200, thus avoiding structural damage. The swing arm 200 adopts a modular design; the front arm 210 and rear arm 220 have identical structures, and are mirror-assembled to form the swing arm 200. The upper and lower sets of swing arms 200 are also mirror-assembled. This modular design significantly reduces production costs and maintains consistent quality.

[0055] The lower end of the steering shaft 120 is fitted with a connecting seat 121. A limiting protrusion 111 is provided on one side of the bottom of the intermediate shaft 110, and limiting blocks 122 are provided on both sides of the connecting seat 121 to limit the rotation angle of the limiting protrusion 111. The limiting protrusion 111 and the limiting blocks 122 can effectively limit the steering angle, prevent oversteering from causing loss of vehicle control, provide riders with a safer and more reliable driving experience, and avoid potential dangers caused by oversteering.

[0056] Furthermore, a connecting shaft 123 is provided on the connecting seat 121, and an adjusting seat 150 is hinged to the connecting shaft 123. A U-shaped sheet metal part 180 is assembled on the adjusting seat 150. The sheet metal part 180 is provided with a U-shaped groove 181 and an adjusting component 160 that can adjust the opening of the U-shaped groove 181. The middle part of the steering rod 140 is locked at the opening of the U-shaped groove 181. The adjusting component 160 includes a first adjusting rod 161, a soft pad 162, and two adjusting blocks 163. The first adjusting rod 161 is a threaded screw structure with a positive thread and a negative thread. The first adjusting rod 161 with the positive and negative thread structure can adjust the opening of the U-shaped groove 181 by rotation. Two adjusting blocks 163 are respectively mounted on the spur and reverse thread sections. The lower adjusting block 163 is fixed to the adjusting seat 150. Sheet metal part 180 has through holes 182 on the side walls of the U-shaped groove 181. The adjusting block 163 is located within the through holes 182, and a gasket 162 is placed between the adjusting block 163 and the through holes 182. The gasket 162 enhances the friction between the adjusting block 163 and the through holes 182, preventing the adjusting block 163 from rotating with the first adjusting rod 161. It also prevents the adjusting block 163 from loosening due to vehicle vibration, thus ensuring the stability and reliability of the steering system and improving vehicle safety during driving. Furthermore, the end of the steering rod 140 and the universal joint 141 are connected by a second adjusting rod 170 with a spur and reverse thread screw structure. This design of the adjusting structure allows for precise adjustment of the steering system, effectively solving the problem of non-parallelism between the front two wheels caused by tolerance issues, improving vehicle stability and handling performance, and facilitating vehicle manufacturing and subsequent maintenance.

[0057] The scope of protection of this utility model includes, but is not limited to, the above embodiments. The scope of protection of this utility model is defined by the claims. Any substitutions, modifications, or improvements to this technology that are easily conceived by those skilled in the art shall fall within the scope of protection of this utility model.

Claims

1. A front suspension system for a three-wheeled electric vehicle, motorcycle, characterized in that, The frame (100), two sets of swing arms (200) and two sets of front suspensions (300); The front suspension (300) comprises an arm (310), a lower connecting plate (330) in a large L shape and a damping seat (340) in a small L shape, the lower connecting plate (330) and the damping seat (340) are hingedly connected at one end, forming a C-shaped structure with an assembly space in the middle, and a spring shock absorber (341) is assembled in the assembly space; The two sets of arms (310) and the two sets of swing arms (200) are connected to form a quadrilateral structure with four hinges, the frame (100) is assembled with a middle shaft (110), the two sets of arms (310) are arranged on both sides of the middle shaft (110), and the middle of the swing arm (200) is hingedly connected with the middle shaft (110); The middle shaft (110) is sleeved with a steering shaft (120), the middle shaft (110) and the steering shaft (120) can rotate relative to each other, the upper end of the steering shaft (120) extends out of the middle shaft (110) and is assembled with a handlebar (130), and the lower end of the steering shaft (120) extends out of the middle shaft (110) and is hingedly connected with a steering rod (140), the two ends of the steering rod (140) are connected with the two front suspensions (300) on both sides through universal joints (141).

2. A front suspension system for a three-wheeled electric vehicle, motorcycle as claimed in claim 1, wherein, The lower connecting plate (330) and the damping seat (340) are also hingedly connected with a telescopic damping rod (342), and the damping rod (342) is located outside the spring shock absorber (341), so that the C-shaped structure is closed to form a mouth-shaped structure.

3. A front suspension system for a three-wheeled electric vehicle, motorcycle as claimed in claim 2, wherein, The arm (310) comprises an inner rod (311) and an outer tube (312) which are sleeved and assembled and can rotate relative to each other, the swing arm (200) is assembled and connected with the outer tube (312), the upper end of the inner rod (311) is assembled and connected with the outer tube (312), the lower end of the inner rod (311) extends out of the outer tube (312) and is assembled with an upper connecting plate (320), and the upper connecting plate (320) is assembled and fixed with the lower connecting plate (330).

4. A front suspension system for a three-wheeled electric vehicle, motorcycle as claimed in claim 3, wherein, The upper connecting plate (320) and the lower connecting plate (330) are connected and fixed through a dovetail mortise and tenon structure.

5. A front suspension system for a recumbent electric vehicle, motorcycle as claimed in claim 1, wherein, The lower connecting plate (330) is distributed with weight reduction grooves (331).

6. A front suspension system for a three-wheeled electric vehicle, motorcycle as claimed in claim 1, wherein, The swing arm (200) is a two-arm structure with a front arm (210) and a rear arm (220), a first hollow groove (230) is arranged in the middle between the front arm (210) and the rear arm (220), a second hollow groove (240) is arranged on both sides, the middle shaft (110) is located in the first hollow groove (230), and the arm (310) is hingedly connected with the side wall of the second hollow groove (240).

7. A front suspension system for a three-wheeled electric vehicle, motorcycle as claimed in claim 6 wherein, The arm (310) is provided with a connecting part (313) on the side surface, the connecting part (313) is provided with a hinge shaft (314), the two ends of the hinge shaft (314) are hingedly connected with the end portions of the front arm (210) and the rear arm (220), the hinge shaft (314) and the side wall of the second hollow groove (240) enclose a movable space, and the arm (310) is located in the movable space.

8. A front suspension system for a recumbent electric vehicle, motorcycle as claimed in claim 1, wherein, The lower end of the steering shaft (120) is equipped with a connecting seat (121), the connecting seat (121) is provided with a connecting shaft (123), the connecting shaft (123) is hinged with an adjusting seat (150), the adjusting seat (150) is equipped with a U-shaped sheet metal part (180), the sheet metal part (180) is provided with a U-shaped groove (181) and an adjusting part (160) capable of adjusting the opening of the U-shaped groove (181), and the middle part of the steering rod (140) is clamped at the opening of the U-shaped groove (181).

9. A front suspension system for a recumbent electric vehicle, motorcycle as claimed in claim 8, wherein, The adjusting part (160) comprises a first adjusting rod (161), a soft pad sleeve (162) and two adjusting blocks (163); the first adjusting rod (161) is a positive and negative tooth screw structure with a positive tooth part and a negative tooth part, the two adjusting blocks (163) are respectively equipped on the positive tooth part and the negative tooth part, the lower adjusting block (163) is fixed on the adjusting seat (150), the sheet metal part (180) is provided with a through hole (182) on the side wall on both sides of the U-shaped groove (181), the adjusting block (163) is located in the through hole (182), and the pad sleeve (162) is padded between the adjusting block (163) and the through hole (182).

10. A front suspension system for a three-wheeled electric vehicle, motorcycle as claimed in claim 8, wherein, The end of the steering rod (140) and the universal joint (141) are connected through the second adjusting rod (170) of the positive and negative tooth screw structure.

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