Steering mechanism, front suspension structure and vehicle

Abstract

The utility model provides a steering mechanism, a front suspension structure and a vehicle, and belongs to the field of steering systems, the steering mechanism is applied to a bestriding type vehicle, and the steering mechanism comprises a steering pull rod, a handlebar connecting plate arranged on the rear side of the steering pull rod and a connecting structure arranged between the steering pull rod and the handlebar connecting plate. The connecting structure comprises a connecting groove formed in the handlebar connecting plate and an adjusting piece arranged in the connecting groove, a connecting hole is formed in the connecting groove, and the connecting hole is in a long strip shape extending in the front-back direction of the vehicle. The adjusting part comprises a bottom plate matched with the connecting groove, an eccentric adjusting hole is formed in the bottom plate, the steering pull rod penetrates through the adjusting hole and the connecting hole and then is connected with the handlebar connecting plate, and the bottom plate is driven to rotate so that the relative position of the adjusting hole and the connecting hole can be adjusted. According to the steering mechanism, a rider can finely adjust the relative position of the steering pull rod and the handlebar connecting plate according to own habits and different road conditions, so that the steering hand feeling can be adjusted, and different requirements of different riders are met.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of vehicle steering pull rod system, especially relates to a steering mechanism, simultaneously, the utility model relates to a front suspension structure with the steering mechanism and a vehicle with the front suspension structure. BACKGROUND

[0002] With the development of straddle type vehicles (usually including various motorcycles) industry and the increasing demand of consumers for riding experience, the control performance of vehicles is more and more concerned. In the prior art, after the steering pull rod of the straddle type vehicle is connected with the handlebar, the steering control feeling cannot be adjusted. However, different riders have different needs for steering control feeling.

[0003] In addition, the straddle type vehicle is often used in various road conditions, including urban roads, off-road conditions and track riding. When off-road riding, frequent bumping impact requires the steering system to have higher adaptability and be able to quickly steer. In the scene of high-speed driving on the track, the rider needs to improve the transmission efficiency of the steering angle according to the characteristics of the track curve to pursue speed. However, due to the limitation of the traditional connection mode, the above diversified needs cannot be met. If the rider wants to change the steering feeling or adapt to special road conditions, he often has to replace the entire steering system components, which not only has high cost and complex operation, but also is difficult for ordinary riders to operate. SUMMARY

[0004] Therefore, the utility model aims at providing a steering mechanism to adjust the steering control feeling and meet the different needs of different riders.

[0005] To achieve the above purpose, the technical scheme of the utility model is as follows:

[0006] A steering mechanism applied to a straddle type vehicle, the steering mechanism comprising a steering pull rod, a handlebar connecting plate arranged at the rear side of the steering pull rod, and a connecting structure arranged between the steering pull rod and the handlebar connecting plate.

[0007] The connecting structure comprises a connecting groove arranged on the handlebar connecting plate, and an adjusting piece arranged in the connecting groove, wherein the connecting groove is provided with a connecting hole, and the connecting hole is in the shape of a long strip extending in the front-rear direction of the vehicle.

[0008] The adjusting piece comprises a bottom plate adapted to the connecting groove, wherein the bottom plate is provided with an eccentric adjusting hole, the steering pull rod is connected with the handlebar connecting plate after being arranged in the adjusting hole and the connecting hole, and the bottom plate is driven to rotate to adjust the relative position of the adjusting hole and the connecting hole.

[0009] Further, the adjusting piece comprises an operating block arranged on the bottom plate.

[0010] The operation block is provided with a through hole corresponding to the adjusting hole.

[0011] Further, the connecting slot is a long slot extending along the left-right direction of the vehicle, and the connecting hole is located in the middle of the length direction of the connecting slot.

[0012] Further, the steering pull rod is two arranged side by side.

[0013] The connecting slot and the adjusting member are respectively two corresponding to the steering pull rod.

[0014] Further, the connecting slot is provided with an indication line, and the indication line is used to indicate the center position of the length direction of the connecting hole.

[0015] The bottom plate is provided with a scale line arranged along the circumferential direction of the bottom plate.

[0016] Compared with the prior art, the utility model has the following advantages:

[0017] The steering mechanism, by making the connecting structure between the steering pull rod and the handlebar connecting plate include the connecting slot with the long slot-shaped connecting hole, and the adjusting member including the bottom plate, and eccentrically arranging the adjusting hole on the bottom plate, thereby, the relative position of the adjusting hole and the connecting hole can be adjusted by driving the bottom plate to rotate, so that the connecting position between the steering pull rod and the handlebar connecting plate can be adjusted, the relative position of the steering pull rod and the handlebar connecting plate can be fine-tuned according to the habit of the rider and different road conditions, so that the steering control feeling can be adjusted, different needs of different riders can be met, and the riding experience can be improved.

[0018] In addition, by making the adjusting plate include the operation block arranged on the bottom plate, the operation block can provide a force application part for the rider, when adjustment is needed, the rider can rotate by operating the operation block, compared with directly rotating the bottom plate, it is more labor-saving and easy to control. By arranging the connecting slot as a long slot extending along the left-right direction of the vehicle, sufficient space can be provided for the movement of the adjusting member in the left-right direction, so that the adjusting member can adjust the relative position with the handlebar connecting plate in a larger range, thereby facilitating the adjustment of the connecting position between the steering pull rod and the handlebar connecting plate.

[0019] The steering pull rod is arranged as two arranged side by side, and the connecting slot and the adjusting member are respectively two corresponding to the steering pull rod, compared with a single steering pull rod, greater support force and stability can be provided, in the vehicle steering process, the two steering pull rods can evenly share the steering force, avoid deformation or damage caused by the single pull rod bearing excessive stress, and facilitate to ensure the up-down bouncing and left-right steering of the vehicle.

[0020] Secondly, by setting the indicating line indicating the center position in the connecting groove, when the rider adjusts the adjusting part, the adjusting part can be adjusted to the appropriate position more quickly and accurately; by setting the scale line along the circumferential direction of the bottom plate, the adjusting process is more intuitive and easy to understand, the operation difficulty can be reduced, the rider does not need to have complex professional knowledge, and the adjustment of the steering mechanism can be completed by operating according to the prompt of the indicating line and the scale line; in addition, the setting of the scale line provides convenience for recording the adjustment data, and also facilitates the later maintenance.

[0021] In addition, another purpose of the utility model is to provide a front suspension structure applied to straddle type vehicles, wherein the front suspension structure is provided with the steering mechanism as described above.

[0022] Further, the upper rocker arm and the lower rocker arm are arranged between the front fork sleeve of the front fork assembly and the frame of the vehicle;

[0023] The hinge point between the upper rocker arm and the front fork sleeve is located at the rear part of the front fork sleeve, and the hinge point between the lower rocker arm and the front fork sleeve is located at the rear side of the front fork sleeve.

[0024] Further, the upper rocker arm is symmetrically arranged in two parts, and a layout space is defined between the two upper rocker arms;

[0025] The front suspension structure comprises a shock absorber arranged at least partially in the layout space, the upper end of the shock absorber is connected with the frame, the lower end of the shock absorber is connected with the front part of the lower rocker arm, and the connecting point between the shock absorber and the frame is located at the front side of the handlebar rotating shaft of the vehicle.

[0026] Further, the lower rocker arm comprises two main arms arranged oppositely, and a cross arm connected between the rear ends of the two main arms;

[0027] The two main arms are respectively connected with the lower end of the front fork sleeve through a hinge, and the front parts of the two main arms together with the shock absorber form a package for the rear part of the front fork sleeve.

[0028] The front suspension structure has the steering mechanism as described above, the steering mechanism has an adjustable connecting structure, and after being applied to the front suspension structure, the front suspension system can be flexibly adjusted according to different use scenes and the requirements of the rider.

[0029] In addition, by designing the upper rocker arm as a double-arm structure arranged side by side, and forming a shock absorber arrangement space between the two, the front fork sleeve area that is redundant in the conventional design can be utilized to increase the arrangement space of the shock absorber, which is conducive to the full play of the shock absorption performance of the shock absorber, thereby improving the handling stability of the vehicle.

[0030] Secondly, by locating the connecting point between the shock absorber and the frame at the front side of the handlebar rotating shaft of the vehicle, when the front suspension of the vehicle encounters an impact, the forward impact force applied to the handlebar by the hands of the rider can be counteracted by the force transmitted to the frame during the compression of the shock absorber, thereby effectively reducing the direct transmission of the shock to the hands of the rider, improving the riding comfort, and effectively avoiding damage to the frame and handlebar caused by impact shock, thereby prolonging the service life of the vehicle. By locating the connecting point between the shock absorber and the lower rocker arm close to the front end of the lower rocker arm, the shock absorber can respond more quickly to bumps from the road, absorb shock energy quickly, prevent shock waves from spreading to other parts of the frame and vehicle body, and improve the driving experience.

[0031] In addition, by arranging the two main arms of the lower rocker arm opposite to each other and connecting them with the rear end cross arm, a structure with good structural strength can be formed. By wrapping the front part of the main arm with the shock absorber around the rear part of the front fork sleeve, the originally inefficiently utilized space in this area can be utilized, and excessive vehicle body space can be avoided, so that the front part of the vehicle is more compact and regular, the space utilization rate is improved, and better support can be provided to the rear part of the front fork sleeve to reduce the possibility of deformation under stress and ensure stable operation of the front suspension system.

[0032] In addition, the utility model also proposes a vehicle, the vehicle is straddle type vehicle, and be equipped with the front suspension structure as described above on the vehicle.

[0033] The vehicle described in the utility model has adjustable and good shock absorption performance, so that the vehicle can better meet the individual needs of different riders and has good handling stability. BRIEF DESCRIPTION OF DRAWINGS

[0034] The accompanying drawings, which form a part of the present application, are used to provide a further understanding of the present application, and the illustrative embodiments of the present application and their description serve to explain the present application without limiting it in any way. In the drawings:

[0035] Figure 1 The structure diagram of the steering mechanism described in the embodiments of the utility model;

[0036] Figure 2 The structure diagram of the steering mechanism described in the embodiments of the utility model; Figure 1 The enlarged view of part A in the figure.

[0037] Figure 3 A structure schematic view of a steering pull rod according to an embodiment of the utility model;

[0038] Figure 4 A structure schematic view of a handlebar connecting plate according to an embodiment of the utility model;

[0039] Figure 5 A structure schematic view of an adjusting piece according to an embodiment of the utility model;

[0040] Figure 6 A structure schematic view of an adjusting piece according to an embodiment of the utility model from another perspective;

[0041] Figure 7 A schematic view of a front suspension structure according to an embodiment of the utility model;

[0042] Figure 8 A schematic view of a front suspension structure according to an embodiment of the utility model from another perspective;

[0043] Figure 9 A schematic view of a front suspension structure according to an embodiment of the utility model from still another perspective;

[0044] Figure 10 A structure schematic view of a lower rocker arm according to an embodiment of the utility model;

[0045] Figure 11 A structure schematic view of a front fork sleeve according to an embodiment of the utility model.

[0046] Explanation of reference signs:

[0047] 1, steering pull rod; 2, handlebar connecting plate; 3, front fork sleeve; 4, steering knuckle; 5, front fork support pipe; 6, adjusting piece; 7, front fork arm; 8, upper rocker arm; 9, lower rocker arm; 10, shock absorber; 11, handlebar rotating shaft;

[0048] 101, pull rod main body; 102, ball pin; 103, ball pin seat; 104, dust cover;

[0049] 201, connecting groove; 202, connecting hole; 203, indicating line;

[0050] 601, bottom plate; 6011, scale line; 602, operation block;

[0051] 301, connecting shaft; 302, connecting sleeve;

[0052] 901, main arm; 902, cross arm; 903, reinforcing rod; 904, connecting cylinder. DETAILED DESCRIPTION

[0053] It should be noted that the embodiments in the utility model and the features in the embodiments can be combined with each other without conflict.

[0054] In the description of the utility model, it should be noted that if the terms indicating the orientation or position relationship such as "upper", "lower", "inner", "back" appear, it is based on the orientation or position relationship shown in the drawing, and is only for the convenience of describing the utility model and simplifying the description, and therefore cannot be understood as a limitation on the utility model. In addition, if the terms "first", "second" and the like appear, they are also used for the purpose of description only and cannot be understood as indicating or implying relative importance.

[0055] In addition, in the description of the utility model, unless otherwise explicitly limited, the terms "mounting", "connection", "connection", "connection" should be broadly understood. For example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be connected inside two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood in combination with the specific circumstances.

[0056] The utility model will be described in detail below with reference to the drawings and in combination with the embodiments.

[0057] In the prior art, the steering pull rod 1 of the straddle type vehicle (usually including various motorcycles) is usually connected with the handlebar connecting plate 2 in a fixed connection mode. Such rigid connection structure makes the relative position of the steering pull rod 1 and the handlebar connecting plate 2 unchangeable once the vehicle is assembled. However, different riders have different needs for steering control feeling due to different body shapes and riding habits. In addition, straddle type vehicles are often used in various road conditions, including urban roads, off-road conditions and track riding, and different road conditions also have different needs. However, due to the limitation of the traditional connection mode, the above diversified needs cannot be met. If a rider wants to change the steering feeling or adapt to special road conditions, he often has to replace the entire steering system at high cost and complicated operation.

[0058] Therefore, the embodiment proposes a new type of steering mechanism applied to a straddle type vehicle, which comprises a steering pull rod 1, a handlebar connecting plate 2 arranged at the rear side of the steering pull rod 1, and a connecting structure arranged between the two. The connecting structure comprises a connecting groove 201 arranged on the handlebar connecting plate 2 and an adjusting piece 6 arranged in the connecting groove 201, and the connecting groove 201 is provided with a connecting hole 202 extending along the front-rear direction of the vehicle.

[0059] The adjusting member 6 comprises a bottom plate 601 which is arranged in the connecting groove 201, and the bottom plate 601 is provided with an eccentric adjusting hole. The steering pull rod 1 is connected with the handlebar connecting plate 2 after being inserted into the adjusting hole and the connecting hole 202, and the bottom plate 601 is driven to rotate to adjust the relative position of the adjusting hole and the connecting hole 202.

[0060] The steering mechanism of the embodiment can adjust the connection position between the steering pull rod 1 and the handlebar connecting plate 2 by the connection structure between the steering pull rod 1 and the handlebar connecting plate 2 comprising the connecting groove 201 with the long strip-shaped connecting hole and the adjusting member 6 comprising the bottom plate 601 with the eccentric adjusting hole arranged on the bottom plate 601, so that the bottom plate 601 is driven to rotate to adjust the relative position of the adjusting hole and the connecting hole 202, thereby adjusting the connection position between the steering pull rod 1 and the handlebar connecting plate 2, allowing the rider to fine-tune the relative position of the steering pull rod 1 and the handlebar connecting plate 2 according to their own habits and different road conditions, adjusting the steering control feeling, meeting the different needs of different riders, and improving the riding experience.

[0061] Based on the above overall introduction, one exemplary structure of the steering mechanism of the embodiment is shown in Figure 1 and Figure 2 In this embodiment, as a preferred embodiment, the steering pull rod 1 is arranged in two left and right parallel arrangements, and the connecting groove 201 and the adjusting member 6 are arranged in two one-to-one corresponding arrangements. Here, the two steering pull rods 1 arranged in left and right parallel arrangements can provide greater support and stability compared to a single steering pull rod 1. During vehicle steering, the two steering pull rods 1 can evenly share the steering force, avoiding deformation or damage caused by excessive stress on a single pull rod, and facilitating the guarantee of the up-down bouncing and left-right steering of the wheels. At the same time, the two one-to-one corresponding connecting grooves 201 and adjusting members 6 also make the connection and adjustment of each steering pull rod 1 more independent and stable, further enhancing the reliability of the entire steering system.

[0062] In addition, the two independent steering pull rods 1 and their corresponding connecting grooves 201 and adjusting members 6 allow more accurate adjustment of the steering system, and the rider can fine-tune the left and right steering pull rods 1 according to actual needs to optimize the steering sensitivity. Moreover, when the steering system fails or needs maintenance, if one of the steering pull rods 1 or the connecting parts is damaged, only the corresponding part needs to be checked and replaced, without the need for large-scale disassembly and repair of the entire steering system, which can save maintenance time and cost.

[0063] In this embodiment, as shown in Figure 3As shown, the main structure of the steering pull rod 1 is the same as the existing structure, which includes a pull rod body 101, and a ball head assembly arranged at both ends of the pull rod body 101. Generally, the ball head assembly is composed of a ball pin 102, a ball pin seat 103, and a dust cover 104, and the ball pin 102, as a key connecting and rotating component, is in close cooperation with the ball pin seat 103 to achieve flexible rotation at multiple angles, and the ball pin 102 also has a screw part passing through the connecting hole 202 and the adjusting hole. The dust cover 104 blocks the invasion of dust, soil and moisture to ensure that the ball head assembly is always in good working condition.

[0064] It should be noted that, since most of the structural details of the steering pull rod 1 have been described in detail in the prior art, for more detailed structure, reference can be made to the existing structure, and excessive repetition is not made here.

[0065] Here, as a specific embodiment, as shown in Figure 4 , the handlebar connecting plate 2 of the embodiment is roughly triangular, wherein the rear end of the handlebar connecting plate 2 is connected with the handlebar, and the two corners of the front end of the handlebar connecting plate 2 are respectively provided with the two connecting grooves 201. Further, as shown in Figure 4 , the connecting groove 201 is a long slot extending along the left-right direction of the vehicle, and the connecting hole 202 is located in the middle of the length direction of the connecting groove 201. By setting the connecting groove 201 as a long strip, a larger adjustment space can be provided for the relative position adjustment between the steering pull rod 1 and the handlebar connecting plate 2, which facilitates the adjustment of the connection position between the steering pull rod 1 and the handlebar connecting plate 2.

[0066] As a further embodiment, as shown in Figure 4 , an indication line 203 is arranged in the connecting groove 201, and the indication line 203 is used to indicate the center position of the length direction of the connecting hole 202. In this way, the indication line 203 can provide a visual reference for the rider or the maintenance personnel when adjusting the connection position between the steering pull rod 1 and the handlebar connecting plate 2. When the steering system needs to be optimized, the operator can quickly and accurately position the adjusting member 6 to the appropriate state according to the indication line 203. In addition, during the process of adjusting the steering mechanism for many times, the indication line 203 helps to ensure that the connection position of each adjustment can be kept consistent.

[0067] In some embodiments, referring to Figure 5 and Figure 6As shown, the base plate 601 is circular. This design allows for smoother and more flexible rotation of the base plate 601 within the connecting groove 201. Compared to other shapes, the circular shape has no sharp edges, preventing jamming or interference during rotation. This makes it easier to adjust the relative positions of the adjustment hole and the connecting hole, making it more convenient and efficient for riders or maintenance personnel to adjust the steering mechanism, saving time and effort. Moreover, when the steering lever 1 is under force, the circular base plate 601 can evenly distribute the force in all directions of the connecting groove 201, thereby reducing local stress concentration. It is understandable that, in addition to making the base plate 601 circular, making it rectangular, elliptical, or other shapes is also feasible.

[0068] Further, see Figure 5 and Figure 6 As shown, the adjusting member 6 includes an operating block 602 disposed on the base plate 601, and the operating block 602 has a through hole corresponding to the adjusting hole. The operating block 602 protrudes to one side in the thickness direction of the base plate 601, and the thickness of the operating block 602 is greater than that of the base plate 601, while its cross-sectional area is smaller than that of the base plate 601, forming an operating space between the operating block 602 and the groove wall of the connecting groove 201. Therefore, by providing this operating block 602, a convenient point for applying force is provided. When it is necessary to adjust the adjusting member 6 to change the connection relationship between the steering lever 1 and the handlebar connecting plate 2, the operating block 602 can be directly grasped and rotated, which is easier and more convenient than applying force directly to the base plate 601.

[0069] Furthermore, as a further embodiment, the operating block 602 has a hexagonal cross-section to accommodate external tools such as wrenches. This hexagonal cross-section design allows the operating block 602 to be compatible with hexagonal wrenches. When the adjusting member 6 becomes more rigid after prolonged use, making it difficult to rotate the operating block 602 by hand alone, a suitable hexagonal wrench can be used to easily apply force, ensuring smooth adjustment.

[0070] Furthermore, in some embodiments, see Figure 5 and Figure 6As shown, the base plate 601 has a scale line 6011 arranged along its circumference. This scale line 6011 provides an intuitive visual reference when adjusting the position of the steering lever 1. When the rider or maintenance personnel rotate the adjusting component 6, they can control the adjustment range by observing the movement of the scale line 6011. As a further embodiment, the scale line 6011 is only provided on one side of the base plate 601, and in the left-right direction of the vehicle, the connecting hole 202 is offset on the side of the connecting groove 201 closer to the outside of the vehicle. Furthermore, the distance between the connecting hole 202 and the side wall of the connecting groove 201 closer to the outside of the vehicle is less than the radius of the base plate 601. This ensures that the adjusting component 6 can only be assembled into the connecting groove 201 when its scale line 6011 and the indicator line 203 are on the same side, preventing assembly errors and improving production cycle time.

[0071] It is understandable that, in addition to setting an indicator line 203 in the connecting groove 201 and setting a scale line 6011 on the base plate 601, it is also possible, according to design requirements, to set only an indicator line 203 in the connecting groove 201, or to set only a scale line 6011 on the base plate 601, or to set neither an indicator line 203 nor a scale line 6011.

[0072] Based on the above description, when the steering mechanism of this embodiment needs adjustment, the wheel is fixed in place and centered. By rotating the operating blocks 602 on the left and right adjusting parts 6, the ball pin 102 of the steering tie rod 1 slides back and forth relative to the connecting hole 202 of the handlebar connecting plate 2. After the handlebar position is centered, the nut is tightened. During this process, the scale line 6011 on the base plate 601 can provide quantitative indication and guide the adjustment process.

[0073] The steering mechanism of this embodiment, by adopting the above structure, can adjust the connection position between the steering lever 1 and the handlebar connecting plate 2, thus meeting the different steering feel requirements of different riders. Furthermore, the operation block 602, indicator line 203, and scale line 6011 provided on the base plate 601 greatly facilitate adjustment, making adjustment easy.

[0074] Example 2

[0075] This embodiment relates to a front overhang structure, such as Figures 7 to 9 As shown, the front suspension structure includes the steering mechanism of Embodiment 1. Similar to existing technology, the front fork assembly in this front suspension structure includes a fork arm 7, a fork support tube 5 located at the top of the fork arm 7, a steering knuckle 4 located at the top of the fork support tube 5, and a fork sleeve 3 sleeved outside the fork support tube 5. Furthermore, the fork sleeve 3 is rotatable relative to the fork support tube 5 and is located in front of the handlebar pivot 11, with the two being separate, enabling independent control of wheel vibrations and handlebar movement.

[0076] Referring to Figure 7 The knuckle 4 is used for input of steering instruction and output of wheel steering action, and as shown in Figure 7 The knuckle 4 of the embodiment has a triangular structure as a whole, which not only has good mechanical structural stability, but also realizes efficient force transmission in the process of steering force transmission. Moreover, the rear end of the knuckle 4 is connected with the front fork support pipe 5, and the front end is connected with the front ends of the two steering tie rods 1 one by one.

[0077] In addition, as shown in Figures 7 to 9 The front suspension structure of the embodiment includes the upper swing arm 8 and the lower swing arm 9 arranged between the front fork sleeve 3 of the front fork assembly and the frame of the vehicle, and the shock absorber 10 arranged between the frame and the lower swing arm 9. Moreover, the two upper swing arms 8 are arranged side by side, and a shock absorber arrangement space is defined between the two upper swing arms 8, and at least part of the shock absorber 10 is located in the shock absorber arrangement space. The two ends of the upper swing arm 8 and the lower swing arm 9 are respectively hingedly connected with the front fork sleeve 3 and the frame, and the hinge structure commonly used in existing straddle-type vehicles can be used. The two ends of the shock absorber 10 are also respectively hingedly connected with the frame and the lower swing arm 9, and the hinge structure commonly used in existing straddle-type vehicles can also be used.

[0078] By designing the upper swing arm 8 as a double-arm structure arranged side by side, and forming a shock absorber arrangement space between the two, the area of the conventional front fork sleeve 3 can be utilized to increase the arrangement space of the shock absorber 10, which is beneficial to fully exert the shock absorbing performance of the shock absorber 10, thereby improving the steering stability of the vehicle.

[0079] As a specific embodiment, as shown in Figure 7 The shock absorber 10 of the embodiment has a gas tank, and the gas tank is located between the rear ends of the two upper swing arms 8, that is, part of the structure of the shock absorber 10 of the embodiment is located in the shock absorber arrangement space. Therefore, by arranging the two upper swing arms 8 side by side, an arrangement position can be provided for the gas tank of the shock absorber 10, which is beneficial to make the shock absorber 10 better exert its shock absorbing performance.

[0080] In addition, as shown in Figure 8 From the left-right direction of the vehicle, the upper swing arm 8, the lower swing arm 9, and the front fork sleeve 3 and the frame form a parallelogram. That is, the lengths between the two ends of the upper swing arm 8 and the lower swing arm 9 are equal, and the two are parallel to each other.

[0081] By making the upper swing arm 8, the lower swing arm 9, and the front fork sleeve 3 and the frame connected to form a parallelogram, according to the characteristics of the parallelogram, the relative sides can be guaranteed to be parallel during the deformation process, so that the front suspension system can better control the movement trajectory of the wheel, effectively avoiding excessive changes in the camber, toe, toe, or toe of the wheel, thereby effectively reducing the problems of abnormal tire wear, poor handling, and other problems caused by inaccurate wheel positioning.

[0082] In addition, as shown in Figure 8 , the connecting point between the shock absorber 10 and the frame is located on the front side of the handlebar shaft 11 of the vehicle, and the connecting point between the shock absorber 10 and the lower swing arm 9 is arranged close to the front end of the lower swing arm 9. By arranging the connecting point between the shock absorber 10 and the frame on the front side of the handlebar shaft 11, when the front suspension of the vehicle encounters an impact, the forward impact force applied to the handlebar by the rider's hand can be counteracted by the force transmitted to the frame during the compression of the shock absorber 10, thereby effectively reducing the direct transmission of the shock to the rider's hand, improving the riding comfort, and effectively avoiding damage to the frame and handlebar caused by impact shock, thereby prolonging the service life of the vehicle.

[0083] As shown in Figure 8 , the hinge point between the front end of the upper swing arm 8 and the front fork sleeve 3 is located at the rear of the front fork sleeve 3, which specifically refers to the area on the rear side of the axis of the front fork sleeve 3 in the left-right direction of the vehicle. The advantage of this design is that it can move the connection position of the upper swing arm 8 and the front fork sleeve 3 rearward, thereby providing more space for the shock absorber 10. At the same time, it can reduce the possibility of interference between the upper swing arm 8 and the shock absorber 10, thereby further increasing the arrangement space of the shock absorber 10.

[0084] As a preferred embodiment, as shown in Figure 9 and Figure 10 , the lower swing arm 9 of the embodiment includes two main arms 901 arranged opposite to each other, and a cross arm 902 connected between the rear ends of the two main arms 901. Among them, the two main arms 901 are respectively hingedly connected to the lower ends of the front fork sleeve 3, the lower end of the shock absorber 10 is connected between the front portions of the two main arms 901, and the front portions of the two main arms 901 form a wrapping around the rear portion of the front fork sleeve 3 together with the shock absorber 10.

[0085] The lower rocker arm 9 of the embodiment is connected with the rear end of the horizontal arm 902 through two main arms 901 arranged oppositely, which can improve the structural strength of the lower rocker arm 9, effectively prevent the lower rocker arm 9 from being deformed excessively, and help to ensure that the front wheel is always well positioned, thereby improving the control stability of the vehicle. In addition, by connecting the lower end of the shock absorber 10 between the front portions of the two main arms 901, the shock absorber 10 can receive more accurate road impact signals at the front end, which helps to quickly play a buffering role and maximize the shock absorption efficiency, thereby ensuring the stability of the vehicle and improving the driving comfort.

[0086] By wrapping the main arms 901 and the shock absorber 10 around the rear portion of the fork sleeve 3, the space in this area that would otherwise be idle or underutilized can be fully utilized, making the front structure of the vehicle more compact and regular, which is conducive to the integration and miniaturization design of the vehicle and improves the space utilization. Moreover, when the rear portion of the fork sleeve 3 is under stress, it can benefit from the additional assistance of the main arms 901 and the shock absorber 10, which helps to improve the impact resistance of the entire front suspension system and makes the vehicle more stable when driving on complex roads. Thus, the steering stability of the vehicle can be improved.

[0087] Further, as shown in Figure 10 , the distance between the two main arms 901 gradually increases from front to back along the vehicle, and the lower rocker arm 9 and the fork sleeve 3 form a triangular structure. Thus, the triangular structure can improve the structural strength and reliability of the vehicle by taking advantage of the stability of the triangular structure. Moreover, the design of gradually increasing the distance between the two main arms 901 can provide more movement space for the suspension system, making the lower rocker arm 9 move up and down more smoothly and reducing interference with other components.

[0088] At this time, in order to facilitate the connection of the lower rocker arm 9 and the shock absorber 10, as shown in Figure 9 and Figure 10 , each main arm 901 has a connecting cylinder 904 protruding towards the side of the shock absorber 10, and the connecting cylinder 904 forms an installation space between the two connecting cylinders 904. Moreover, the lower end of the shock absorber 10 is located in the installation space and is connected to the two connecting cylinders 904 through a connecting assembly. The connecting assembly specifically includes a bolt and a nut arranged in the left connecting cylinder. Thus, the connection between the shock absorber 1 and the two main arms 901 can be achieved by screwing the bolt through the right connecting cylinder 904 and the shock absorber 10. By forming a special installation space between the two connecting cylinders 904, the shock absorber 10 can be fitted in the installation space, which can effectively prevent displacement, shaking and other unstable phenomena caused by vibration or external impact during vehicle operation.

[0089] Meanwhile, the shock absorber 10 is connected with the two connecting sleeves 904 through the connecting assembly, which can improve the structural stability. Compared with the single-point connection mode, this connection mode can more evenly disperse the various forces such as tension and pressure generated by the shock absorber 10 during operation, effectively prevent stress concentration at the connection part, and improve the reliability and durability of the connection.

[0090] In addition, as shown in Figure 10 In order to obtain better use effect, the reinforcing plates are arranged between the main arm 901 and the cross arm 902 and the connecting sleeve 904, and the reinforcing rod 903 is connected between the two reinforcing plates. In this structure, the reinforcing plates can increase the connection area between the main arm 901, the cross arm 902 and the connecting sleeve 904, so that the force is transmitted more evenly in the structure, and stress concentration is avoided. In addition, the reinforcing rod 903 connects the reinforcing plates on both sides to form a more stable support structure, which can significantly improve the carrying capacity of the entire structure, so that the lower swing arm 9 can withstand greater external force, and ensure that the vehicle can operate safely and reliably under various working conditions.

[0091] In this embodiment, as a preferred embodiment, as shown in Figure 9 and Figure 11 The upper end of the front fork sleeve 3 is provided with a connecting shaft 301 extending outward to the left and right sides of the vehicle, respectively, and the upper swing arm 8 on each side is connected with the connecting shaft 301 on the corresponding side, and the axis of the connecting shaft 301 is located on the rear side of the axis of the front fork sleeve 3. Meanwhile, a threaded hole is arranged on each connecting shaft 301, and the upper swing arm 8 is rotatably arranged on the connecting shaft 301 through a bearing and connected with the connecting shaft 301 through screwing.

[0092] In addition, a connecting sleeve 302 is arranged on the rear part of the front fork sleeve 3 along the left and right directions of the vehicle, and the connecting sleeve 302 is located at the bottom end of the front fork sleeve 3, and a bearing and a connecting sleeve are inserted in the connecting sleeve 302 for the bolt to pass through. Thus, the rotating connection between the main arm 901 and the front fork sleeve 3 can be achieved by screwing the bolt and nut arranged in the connecting sleeve and the bearing.

[0093] The front suspension structure of the present embodiment is provided with the steering mechanism as described above. Since the steering mechanism has an adjustable connecting structure, when applied to the front suspension structure, the front suspension system can be flexibly adjusted according to different use scenarios and the needs of the riders to adjust the steering control feeling, which is beneficial to meet the different needs of different riders, and thus can improve the riding experience. In addition, it can also provide a larger arrangement area for the shock absorber 10, so that the installation position of the shock absorber 10 on the front part of the vehicle is more flexible, the arrangement space is larger, the shock absorbing performance can be better, the precision and response speed of the vehicle control can be effectively improved, and thus the control stability of the vehicle can be improved.

[0094] In addition, the embodiment also relates to a vehicle, which is a straddle type vehicle, and the vehicle is provided with the front suspension structure.

[0095] The vehicle of the embodiment can better meet individualized requirements of different riders and has better steering stability, because the front suspension structure has adjustability and better damping performance.

[0096] The above merely describes the preferred embodiment of the utility model, and is not used to limit the utility model, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model should be included in the protection scope of the utility model.

Claims

1. A steering mechanism for use in a motorcycle-type vehicle, characterized in that: The steering mechanism includes a steering tie rod (1), a handlebar connecting plate (2) located on the rear side of the steering tie rod (1), and a connecting structure located between the two. The connection structure includes a connection groove (201) provided on the handlebar connection plate (2) and an adjustment member (6) provided in the connection groove (201). The connection groove (201) is provided with a connection hole (202), which is a long strip extending along the front-rear direction of the vehicle. The adjusting component (6) includes a base plate (601) adapted to the connecting groove (201). The base plate (601) is provided with an eccentrically arranged adjusting hole. The steering tie rod (1) passes through the adjusting hole and the connecting hole (202) and is connected to the handlebar connecting plate (2). The base plate (601) can be driven to rotate to adjust the relative position of the adjusting hole and the connecting hole (202).

2. The steering mechanism according to claim 1, characterized in that: The adjusting member (6) includes an operating block (602) disposed on the base plate (601); The operating block (602) is provided with a through hole corresponding to the adjustment hole.

3. The steering mechanism according to claim 1, characterized in that: The connecting groove (201) is an elongated groove extending along the left-right direction of the vehicle, and the connecting hole is located in the middle of the length direction of the connecting groove (201).

4. The steering mechanism according to claim 1, characterized in that: The steering tie rod (1) consists of two rods arranged side by side on the left and right sides; The connecting groove (201) and the adjusting member (6) are two respectively provided in a one-to-one correspondence with the steering tie rod (1).

5. The steering mechanism according to any one of claims 1 to 4, characterized in that: An indicator line (203) is provided within the connecting groove (201), the indicator line (203) being used to indicate the center position of the connecting hole (202) along its length; and / or, The base plate (601) is provided with scale lines (6011) arranged along its own circumference.

6. A front suspension structure applied to a motorcycle-type vehicle, characterized in that: The front suspension structure includes a steering mechanism as described in any one of claims 1 to 5.

7. The front suspension structure according to claim 6, characterized in that: It includes an upper rocker arm (8) and a lower rocker arm (9) disposed between the front fork sleeve (3) of the front fork assembly and the frame of the vehicle, and a shock absorber (10) disposed between the frame and the lower rocker arm (9); The upper rocker arms (8) are two arranged side by side, and a shock absorber arrangement space is defined between the two upper rocker arms (8), with at least a portion of the shock absorbers (10) located within the shock absorber arrangement space.

8. The front suspension structure according to claim 7, characterized in that: The connection point between the shock absorber (10) and the frame is located on the front side of the handlebar pivot (11) of the vehicle, and the connection point between the shock absorber (10) and the lower rocker arm (9) is located near the front end of the lower rocker arm (9).

9. The front suspension structure according to claim 8, characterized in that: The lower rocker arm (9) includes two main arms (901) arranged opposite to each other, and a cross arm (902) connected between the rear ends of the two main arms (901); The two main arms (901) are respectively hinged to the lower end of the fork sleeve (3), and the lower end of the shock absorber (10) is connected between the front parts of the two main arms (901), and the front parts of the two main arms (901) together with the shock absorber (10) form a wrap around the rear part of the fork sleeve (3).

10. A vehicle, characterized in that: The vehicle is a straddle-type vehicle, and the vehicle is provided with a front suspension structure as described in any one of claims 6 to 9.

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