Front suspension structure and vehicle

Abstract

The utility model provides a front suspension structure and a vehicle, belongs to the technical field of vehicles, the front suspension structure is applied to a straddle type vehicle, and comprises a front fork sleeve sleeved on a front fork support tube, an upper connecting rod and a lower rocker arm connected between the front fork sleeve and a frame of the vehicle, and a shock absorber arranged between the frame and the front fork sleeve. Viewed from the left-right direction of the vehicle, the connecting point between the shock absorber and the frame is located above the front of the connecting point between the upper connecting rod and the frame, and the connecting point between the shock absorber and the front fork sleeve is located on the rear side of the front fork sleeve. According to the front suspension structure, the load of the lower rocker arm can be effectively reduced, the isotropic rigidity and the steering rigidity of the front suspension are improved, and the operation stability, the driving smoothness and the driving comfort of a vehicle are improved. Besides, the vertical backward inclination angle of the shock absorber can be smaller, and higher rigidity of the front suspension can be provided, so that the size of the shock absorber can be reduced, and a larger space is provided for arrangement of a power assembly and an oil tank.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle technical field, especially a front suspension structure, and the utility model relates to a vehicle with the front suspension structure. BACKGROUND

[0002] With the diversification of riding demand and the expansion of vehicle functionality, higher requirements are put forward for the control stability and smooth comfort of straddle-type vehicles (usually including various motorcycles). The front suspension structure design of traditional straddle-type vehicles has many limitations. The lower mounting point of the shock absorber is connected to or even integrated with the suspension motion guide mechanism (mainly including upper connecting rods, lower swing arms and other components), so that the road impact cannot be effectively buffered and dispersed in the transmission process. When driving on complex road conditions, the road impact force will act directly on the suspension motion guide mechanism along the traditional force transmission path, directly causing the lower swing arm to bear a large load, which not only accelerates the wear and fatigue of the lower swing arm and reduces its service life.

[0003] In addition, due to the concentration of force, the deformation of the guide mechanism increases sharply under frequent and high-intensity road impact. The accumulation of such deformation makes it difficult for the front suspension structure to maintain stable stiffness characteristics, and when turning, it cannot provide reliable feedback to the driver. The driver will obviously feel the delay and ambiguity of the vehicle turning during the control process, greatly affecting the safety and control pleasure of riding, and also causing severe vibration during driving, greatly reducing the riding comfort. SUMMARY

[0004] Therefore, the utility model aims to provide a front suspension structure to improve the control stability and riding comfort of the vehicle.

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

[0006] A front suspension structure applied to a straddle-type vehicle, comprising a front fork sleeve sleeved on a front fork support pipe, an upper connecting rod and a lower swing arm connected between the front fork sleeve and a frame of the vehicle, and a shock absorber arranged between the frame and the front fork sleeve;

[0007] From the left-right direction of the vehicle, the connecting point between the shock absorber and the frame is located above the connecting point of the upper connecting rod and the frame, and the connecting point between the shock absorber and the front fork sleeve is located at the rear side of the front fork sleeve.

[0008] Further, the upper connecting rod is two and arranged side by side, and a shock absorber arrangement space is defined between the two upper connecting rods.

[0009] At least part of the shock absorber is located in the shock absorber arrangement space.

[0010] Further, upper and lower ends of the shock absorber are connected to the frame and the front fork sleeve respectively through ball hinge assemblies.

[0011] Further, from the left-right direction of the vehicle, the front fork sleeve is located in front of the handlebar connecting plate pivot axis of the vehicle, and the axis of the front fork sleeve is arranged in parallel with the axis of the handlebar connecting plate pivot axis.

[0012] The connecting point between the upper connecting rod and the frame is located on the rear side of the extension line of the handlebar connecting plate pivot axis.

[0013] Further, the connecting point between the front end of the upper connecting rod and the front fork sleeve is located on the rear part of the front fork sleeve.

[0014] Further, the connecting point between the lower rocker arm and the front fork sleeve is located on the rear side of the front fork sleeve, and the lower rocker arm forms a package to the rear part of the front fork sleeve.

[0015] Further, a steering knuckle arranged on the top of the front fork support pipe and a steering drag link arranged between the steering knuckle and the handlebar connecting plate of the vehicle are further included.

[0016] From the left-right direction of the vehicle, the steering drag link, the upper connecting rod and the lower rocker arm are parallel to each other, and the connecting point between the steering drag link and the steering knuckle is located in front of the connecting point between the upper connecting rod and the front fork sleeve.

[0017] Further, an adjusting structure is arranged between the steering drag link and the handlebar connecting plate, and the adjusting structure is used for adjusting the connecting position between the steering drag link and the handlebar connecting plate in the front-rear direction of the vehicle.

[0018] Further, the adjusting structure includes a connecting groove arranged on the handlebar connecting plate and an adjusting member arranged in the connecting groove.

[0019] The connecting groove is provided with a connecting hole, and the connecting hole is in a strip shape extending in the front-rear direction of the vehicle.

[0020] The adjusting member includes a bottom plate matched with the connecting groove, and the bottom plate is provided with an eccentrically arranged adjusting hole.

[0021] Compared with the prior art, the utility model has the following advantages:

[0022] The front suspension structure, by installing the lower end of the shock absorber on the front fork sleeve, can separate the road impact main stress point from the suspension movement guide mechanism comprising the upper connecting rod and the lower swing arm, can effectively reduce the load of the lower swing arm, reduce the deformation of the guide mechanism, improve the front suspension rigidity and steering rigidity, and improve the vehicle handling performance, riding smoothness and comfort.

[0023] In addition, the upper connecting rod is arranged in two left and right parallel arrangements, and a shock absorber arrangement space is defined between the two upper connecting rods, so that more sufficient space can be released, the shock absorber can be provided with an arrangement position, the shock absorber can better play its shock absorbing performance, the suspension performance and the riding comfort of the vehicle can be improved; at the same time, the number of suspension guide mechanisms and the number of connecting points can be increased, the road impact load can be better dispersed, the fatigue life of the suspension system can be improved, and the smoothness and comfort of the whole vehicle during driving can be further improved.

[0024] The upper and lower ends of the shock absorber are connected with the frame and the front fork sleeve through the ball hinge assembly, the ball hinge assembly can swing around the axis of the mounting hole, can better adapt to the impact force from all directions, can ensure that the shock absorber maintains high-efficiency buffering function under various working conditions, at the same time, can better absorb errors, can timely eliminate the stress inside the system, and avoid damage to the shock absorber assembly and its surrounding parts caused by stress concentration.

[0025] The front fork sleeve is located in front of the handlebar connecting plate rotating shaft of the vehicle, and the axis of the front fork sleeve is arranged in parallel with the axis of the handlebar connecting plate rotating shaft, so that the wheel bumping and the handlebar connecting plate can be independent of each other; the connecting point between the upper connecting rod and the frame is located on the rear side of the extension line of the handlebar connecting plate rotating shaft, and the structure can effectively disperse stress during vehicle driving, ensure the stability of the front suspension structure, and reduce the risk of failure caused by structure loosening or deformation.

[0026] Secondly, by locating the connecting point between the front end of the upper connecting rod and the front fork sleeve at the rear part of the front fork sleeve, the rear inclination angle of the front fork sleeve can be reduced, the risk of instability caused by excessive inclination can be reduced, at the same time, the arrangement space of the shock absorber can be further increased, and the resistance during steering of the handlebar connecting plate can be reduced, so that the driving controllability and convenience can be improved.

[0027] By locating the connecting point between the lower swing arm and the front fork sleeve at the rear side of the front fork sleeve and forming the lower swing arm to wrap around the rear part of the front fork sleeve, the space originally inefficiently used in this area can be utilized, and the extra space of the vehicle body can be avoided, so that the front part of the vehicle structure is more compact and regular, and the space utilization can be improved.

[0028] Further, by arranging the steering pull rod, the upper connecting rod and the lower swing arm to be parallel to each other, the front suspension and the steering system can swing in a smooth manner during the up-and-down jumping of the front wheel, the force transmission is stable, the system is not disturbed, the up-and-down swinging of the wheel relative to the frame is independent, the impact force to the frame is well buffered, the riding comfort is improved, and the driving quality and the control stability of the vehicle are effectively improved.

[0029] In addition, by arranging the adjusting structure between the steering pull rod and the handlebar connecting plate to adjust the connecting position of the two in the front-rear direction of the vehicle, the steering control feeling can be changed, and the different needs of different riders can be met.

[0030] In addition, another purpose of the utility model is to provide a vehicle, the vehicle is a straddle type vehicle, and the vehicle is provided with the front suspension structure.

[0031] The vehicle of the utility model can effectively reduce the load of the lower swing arm, improve the front suspension stiffness and the steering stiffness, and improve the control stability of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0032] The drawings constituting a part of the utility model are used to provide a further understanding of the utility model, the illustrative embodiments of the utility model and the description thereof are used to explain the utility model, and do not constitute an improper limitation on the utility model.

[0033] Figure 1Structure schematic view of the front suspension structure under a fourth visual angle according to an embodiment of the utility model;

[0034] Figure 2 For Figure 1 Enlarged view of A part in the middle;

[0035] Figure 3 Structure schematic view of the front suspension structure under a second visual angle according to an embodiment of the utility model;

[0036] Figure 4 Structure schematic view of the front suspension structure under a third visual angle according to an embodiment of the utility model;

[0037] Figure 5 Structure schematic view of the front suspension structure under a fourth visual angle according to an embodiment of the utility model;

[0038] Figure 6 Structure schematic view of the front fork sleeve according to an embodiment of the utility model;

[0039] Figure 7 Structure schematic view of the front fork sleeve under another visual angle according to an embodiment of the utility model;

[0040] Figure 8 Structure schematic view of the lower rocker arm according to an embodiment of the utility model;

[0041] Figure 9 Structure schematic view of the shock absorber according to an embodiment of the utility model;

[0042] Figure 10 For Figure 9 Sectional view of B-B line in the middle;

[0043] Figure 11 Structure schematic view of the steering drag link according to an embodiment of the utility model;

[0044] Figure 12 Structure schematic view of the handlebar connecting plate according to an embodiment of the utility model;

[0045] Figure 13 Structure schematic view of the adjusting part according to an embodiment of the utility model;

[0046] Figure 14 Structure schematic view of the adjusting part under another visual angle according to an embodiment of the utility model.

[0047] Explanation of reference signs:

[0048] 1, steering pull rod; 2, handlebar connecting plate; 3, front fork sleeve; 4, steering knuckle; 5, frame; 6, adjusting piece; 7, front fork arm; 8, upper connecting rod; 9, lower rocker arm; 10, shock absorber; 11, handlebar connecting plate rotating shaft; 12, ball seat; 13, ball head; 14, inner frame; 15, sealing ring;

[0049] 101, pull rod body; 102, ball pin; 103, ball pin seat; 104, dust cover;

[0050] 201, connecting groove; 202, connecting hole; 203, indicating line;

[0051] 601, bottom plate; 6011, scale line; 602, operation block;

[0052] 301, connecting shaft; 302, connecting sleeve; 303, connecting plate;

[0053] 901, main arm; 902, cross arm. DETAILED DESCRIPTION

[0054] 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.

[0055] In the description of the utility model, it should be noted that the orientation words such as 'up, down, left, right, front, back' used in the embodiment are defined with the up-down direction, left-right direction and front-back direction of the automobile as the reference. Among them, the up-down direction of the automobile is also the height direction (Z direction) of the automobile, the front-back direction of the automobile is also the length direction (X direction) of the automobile, and the left-right direction of the automobile is also the width direction (Y direction) of the automobile. In addition, the terms 'first' and'second' are only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0056] In addition, in the description of the utility model, unless otherwise explicitly limited, the terms'mounting', 'connecting', 'connection' and 'connecting piece' should be understood broadly. 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 the communication 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.

[0057] The utility model will be described in detail below with reference to the drawings and in combination with the embodiments.

[0058] Embodiment one

[0059] The front suspension of a conventional straddle-type vehicle (typically including various types of motorcycles) usually connects the lower mounting point of the shock absorber 10 to the suspension motion guide mechanism even as one, so that the road impact cannot be effectively buffered and dispersed in the transmission process. This design directly causes the lower rocker arm 9 to bear a large load, not only accelerating the wear and tear and fatigue of the lower rocker arm 9, reducing its service life. Moreover, the front suspension structure is difficult to maintain stable stiffness characteristics, and when turning, it cannot provide reliable hand feel feedback to the driver. The driver will obviously feel the delay and ambiguity of the vehicle turning during the operation, and at the same time, it also makes the vibration severe during driving, greatly reducing the riding comfort.

[0060] To this end, the present embodiment proposes a new front suspension structure applied to a straddle-type vehicle, which includes a front fork sleeve 3 sleeved on a front fork support pipe, an upper connecting rod 8 and a lower rocker arm 9 connected between the front fork sleeve 3 and the frame 55 of the vehicle, and a shock absorber 10 arranged between the frame 5 and the front fork sleeve 3. And from the left and right directions of the vehicle, the connecting point between the shock absorber 10 and the frame 5 is located above the connecting point of the upper connecting rod 8 and the frame 5, and the connecting point between the shock absorber 10 and the front fork sleeve 3 is located at the rear side of the front fork sleeve 3.

[0061] The front suspension structure of the present embodiment can separate the main force point of the road impact from the suspension motion guide mechanism by mounting the lower end of the shock absorber 10 on the front fork sleeve 3, which can effectively reduce the load of the lower rocker arm 9, reduce the deformation amount of the guide mechanism, improve the stiffness of the front suspension in all directions and the steering stiffness, and improve the handling performance, driving smoothness and comfort of the vehicle. In addition, the connecting point of the shock absorber 10 and the frame 5 is located above the connecting point of the upper connecting rod 8 and the frame 5, so that the vertical backward inclination angle of the shock absorber 10 is smaller, so that the same stiffness can provide greater front suspension stiffness, which can meet the greater load demand of the large displacement power assembly, thereby reducing the volume of the shock absorber 10. At the same time, the reduction of the backward inclination angle of the shock absorber 10 also provides more space for the arrangement of the power assembly and the fuel tank, which can allow the fuel tank to have a larger volume, thereby improving the cruising range of the vehicle.

[0062] Based on the overall introduction as above, an exemplary structure of the front suspension structure of the present embodiment is shown in Figures 1 to 5 As the same as the prior art, the front fork support pipe is press-fitted to the upper end of the front fork arm 7 and is positioned and locked by a pin, and a steering bearing is sleeved on each of the upper and lower ends of the front fork support pipe and penetrates into the front fork sleeve 3, so as to realize the relative rotation of the front fork support pipe and the front fork sleeve 3. The lower end of the front fork arm 7 is connected with the front wheel through an axle, and the rotation of the wheel around the axle is realized.

[0063] As a further implementation, the upper connecting rod 8 is arranged in two left and right parallel arrangements, and a shock absorber arrangement space is defined between the two upper connecting rods 8, and at least part of the shock absorber 10 is located in the shock absorber arrangement space. In this embodiment, the upper connecting rod 8 is arranged in two left and right parallel arrangements, and a shock absorber arrangement space is defined between the two upper connecting rods 8, thereby releasing more abundant space, which can provide a layout position for the shock absorber 10, facilitate the shock absorber 10 to better play its shock absorbing performance, and improve the suspension performance and the riding comfort of the vehicle. At the same time, the number of suspension guide mechanisms and the number of connection points can be increased, the road impact load can be better dispersed, the fatigue life of the suspension system can be improved, and the smoothness and comfort of the vehicle during driving can be further improved.

[0064] As a specific embodiment, as shown in Figure 3 , the shock absorber 10 of the embodiment has an air tank, and the air tank is located between the rear ends of the two upper connecting rods 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 upper connecting rod 8 in two left and right parallel arrangements, a layout position can be provided for the air tank of the shock absorber 10, which facilitates the shock absorber 10 to better play its shock absorbing performance.

[0065] In addition, as a specific embodiment, as shown in Figure 5 , from the left and right directions of the vehicle, the upper connecting rod 8 and the lower rocker arm 9 are inclined upward along the front-to-rear direction. The upper connecting rod 8 is in the form of a long rod structure as a whole, and is rotatably connected to the front fork sleeve 3 and the vehicle frame 5 through bearings, respectively.

[0066] At this time, in order to facilitate the connection of the upper connecting rod 8 and the front fork sleeve 3, as shown in Figure 5 and Figure 6 , 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 connecting rod 8 on each side is connected to 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. In addition, in some embodiments, the connection point between the front end of the upper connecting rod 8 and the front fork sleeve 3 is located at the rear part of the front fork sleeve 3. The rear part specifically refers to the area on the rear side of the axis of the front fork sleeve 3 in the left and right directions of the vehicle.

[0067] In this way, by locating the connection point between the front end of the upper connecting rod 8 and the front fork sleeve 3 at the rear part of the front fork sleeve 3, not only can the rear inclination angle of the front fork sleeve 3 be reduced, which facilitates reducing the risk of structural instability that may be caused by excessive rear inclination. At the same time, it can further increase the arrangement space of the shock absorber 10 and reduce the resistance during steering of the handlebar connecting plate 2, thereby improving the driving controllability and convenience.

[0068] In this embodiment, in order to facilitate the connection of the upper connecting rod 8 and the front fork sleeve 3, as shown inFigure 5 and Figure 6 As shown, the upper end of the front fork sleeve 3 is provided with connecting shafts 301 extending outward to the left and right sides of the vehicle, respectively. The upper connecting rods 8 on both sides are respectively connected to the connecting shafts 301 on the corresponding sides, and the axis of the connecting shafts 301 is located behind the axis of the front fork sleeve 3. More specifically, each connecting shaft 301 is provided with a threaded hole, and the front end of the upper connecting rod 8 is rotatably mounted on the connecting shaft 301 through a bearing and is screwed to the connecting shaft 301 by bolts.

[0069] In addition, see Figure 4 As shown, viewed from the left-right direction of the vehicle, the fork sleeve 3 is located in front of the handlebar connecting plate pivot 11, and the axis of the fork sleeve 3 is parallel to the axis of the handlebar connecting plate pivot 11. Furthermore, the connection point between the upper link 8 and the frame 5 is located behind the extension line of the handlebar connecting plate pivot 11. The upper link 8 and the frame 5 are also rotatably connected via bearings, using a conventional structure found in existing motorcycle-type vehicles.

[0070] Here, by positioning the fork sleeve 3 in front of the handlebar connecting plate pivot 11 and aligning the axis of the fork sleeve 3 parallel to the axis of the handlebar connecting plate pivot 11, wheel vibration and handlebar vibration can be made independent. Furthermore, by placing the connection point between the upper linkage 8 and the frame 5 behind the extension line of the handlebar connecting plate pivot 11, this structure effectively distributes stress during vehicle operation, ensuring the stability of the front suspension structure and reducing the risk of failure due to structural loosening or deformation.

[0071] Additionally, see Figure 4 and Figure 5 As shown, the connection point between the lower rocker arm 9 and the front fork sleeve 3 is located on the rear side of the front fork sleeve 3, and the lower rocker arm 9 forms a wrap around the rear of the front fork sleeve 3. The advantage of this arrangement is that it utilizes space that was previously underutilized, while avoiding excessive additional space occupation in the vehicle body, resulting in a more compact and regular front structure and improved space utilization. Simultaneously, it provides better support for the rear of the front fork sleeve 3, reducing its potential deformation under stress and ensuring stable operation of the front suspension system.

[0072] As a preferred embodiment, such as Figure 8As shown in the drawings, the lower rocker arm 9 of the embodiment comprises two main arms 901 arranged oppositely left and right, and a cross arm 902 connected between the rear ends of the two main arms 901. And the two main arms 901 are respectively hingedly connected with the lower end of the front fork sleeve 3. The lower rocker arm 9 of the embodiment adopts the structure of two main arms 901 arranged oppositely left and right and connected with the rear cross arm 902, which can make it have better structural strength, effectively prevent the lower rocker arm 9 from being deformed excessively when the vehicle faces various complex working conditions, and be beneficial to keeping the front wheel well positioned all the time, thereby improving the handling stability of the vehicle.

[0073] At this time, in order to connect the main arm 901 with the front fork sleeve 3, as shown in the drawings, Figure 7 As a specific embodiment, as shown in the drawings, a connecting sleeve 302 arranged along the left-right direction of the vehicle is arranged at the rear of the front fork sleeve 3, 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 bolt and nut threaded in the connecting sleeve and the bearing can be used to achieve the rotational connection between the main arm 901 and the front fork sleeve 3.

[0074] In addition, in order to realize the connection between the front fork sleeve 3 and the shock absorber 10, as shown in the drawings, Figure 6 As shown in the drawings, a connecting plate 303 protruding rearward is arranged at the rear of the front fork sleeve 3, and the connecting plate 303 is located at the bottom of the front fork sleeve 3 and intersects with the connecting sleeve 302. And the connecting plate 303 is symmetrically arranged along the left-right direction of the vehicle, and the rear end of each connecting plate 303 is provided with a fixing hole connected with the shock absorber 10. Thus, the connection point of the shock absorber 10 and the front fork sleeve 3 is located on the rear side of the connection point of the lower rocker arm 9 and the front fork sleeve 3, so as to further reduce the rear inclination angle of the shock absorber 10, provide larger front suspension stiffness, and facilitate the arrangement of other components.

[0075] Further, the upper and lower ends of the shock absorber 10 are respectively connected with the vehicle frame 5 and the front fork sleeve 3 through a ball hinge assembly. Since the ball hinge assembly can freely swing around the axis of its mounting hole, it can better adapt to impact forces from all directions, ensure that the shock absorber 10 maintains high-efficiency buffering function under various working conditions, and at the same time, can better absorb errors, timely resolve stress inside the system, and avoid damage to the shock absorber 10 assembly and its surrounding components caused by stress concentration.

[0076] Among them, referring to Figure 9 and Figure 10As shown in the figure, the ball joint assembly of the embodiment mainly comprises a ball seat 12 arranged in the mounting hole of the shock absorber 10, a ball head 13 with a spherical surface arranged in the ball seat 12, and two inner skeletons 14 respectively arranged at both ends of the ball head 13, and a sealing ring 15 arranged between the inner skeletons 14 and the shock absorber 10, and one end of each of the two inner skeletons 14 is inserted into the ball head 13. Moreover, a through hole is arranged on the inner skeleton 14 for a bolt to pass through, so that the upper and lower ends of the shock absorber 10 can be connected to the connecting plate 303 of the front fork sleeve 3 and the frame 5 respectively through the bolts inserted into the inner skeletons 14, so that the upper and lower ends of the shock absorber 10 can rotate around the axis of the mounting hole while allowing a certain swing.

[0077] In addition, as shown in the figure, Figure 1 As shown in the figure, the front suspension structure of the embodiment further comprises a steering knuckle 4 arranged at the top of the front fork support pipe, and a steering tie rod 1 arranged between the steering knuckle 4 and the handlebar connecting plate 2 of the vehicle. Moreover, from the left and right directions of the vehicle, the steering tie rod 1, the upper connecting rod 8 and the lower swing arm 9 are parallel to each other, and the connecting point between the steering tie rod 1 and the steering knuckle 4 is located in front of the connecting point of the upper connecting rod 8 and the front fork sleeve 3.

[0078] Here, by arranging the steering tie rod 1, the upper connecting rod 8 and the lower swing arm 9 parallel to each other, the front suspension and the steering system can swing in a smoother manner during the up and down movement of the front wheel, which is conducive to stable force transmission and prevents disturbance in the system. Moreover, it is conducive to realizing independent up and down movement of the wheel relative to the frame 5, which can better absorb the impact force to the frame 5 and improve the riding comfort. It greatly improves the riding quality and control stability of the motorcycle. By arranging the connecting point between the steering tie rod 1 and the steering knuckle 4 in front of the connecting point of the upper connecting rod 8 and the front fork sleeve 3, the front space can be fully utilized, so that the steering tie rod 1 has a larger length, which is conducive to its full performance.

[0079] Further, the distances between the front and rear mounting points of the lower swing arm 9, the upper connecting rod 8 and the steering tie rod 1 are approximately equal, so that the lower swing arm 9, the upper connecting rod 8 and the steering tie rod 1 and the front fork sleeve 3 and the frame 5 can form a spatial arrangement similar to a ladder geometry. Moreover, any two parts of the lower swing arm 9, the upper connecting rod 8 and the steering tie rod 1 form a parallelogram with the space structure between the front fork sleeve 3 and the frame 5.

[0080] In this embodiment, as a preferred embodiment, the two steering tie rods 1 are arranged side by side, and the connecting grooves 201 and the adjusting members 6 are correspondingly arranged in pairs. In this way, the two steering tie rods 1 can provide greater support and stability. During steering, the two steering tie rods 1 can evenly share the steering force, avoiding deformation or damage caused by excessive stress on a single tie rod, and facilitating the torsional oscillation of the wheels in all directions.

[0081] In addition, in this embodiment, as shown in Figure 11 The main structure of the steering tie rod 1 is the same as the existing structure, which includes a tie rod body 101 and a ball pin assembly arranged at both ends of the tie rod body 101. Generally, the ball pin assembly is composed of a ball pin 102, a ball pin seat 103, and a dust cover 104. 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. The dust cover 104 blocks the intrusion of dust, soil, and moisture to ensure that the ball head assembly is always in good working condition. Since most of the structural details of the steering tie rod 1 have been described in detail in the existing technology, the more detailed structure can be directly referred to the existing structure, and will not be repeated here.

[0082] As shown in Figure 1 The handlebar connecting plate 2 is sleeved on the handlebar connecting plate shaft 11, and the rear end of the handlebar connecting plate 2 is connected to the handlebar, and the front end of the handlebar connecting plate 2 is connected to the steering tie rod 1. In this embodiment, the steering knuckle 4 and the handlebar connecting plate 2 are both triangular in shape, which not only has good mechanical structural stability, but also can achieve efficient force transmission during the transmission of the steering force.

[0083] Further, the adjusting structure is arranged between the steering tie rod 1 and the handlebar connecting plate 2, and is used to adjust the connection position of the steering tie rod 1 and the handlebar connecting plate 2 in the front-rear direction of the vehicle. By adjusting the connection position of the two in the front-rear direction of the vehicle, the steering operation feel can be changed, so as to meet the different requirements of different riders.

[0084] As a preferred embodiment, as shown in Figure 2As shown in FIG. 1, the adjusting structure of the present embodiment includes a connecting groove 201 provided on the handlebar connecting plate 2, and an adjusting member 6 provided in the connecting groove 201. Moreover, the connecting groove 201 is provided with a connecting hole 202 extending along the front-rear direction of the vehicle. The adjusting member 6 includes a bottom plate 601 adapted to the connecting groove 201, and the bottom plate 601 is provided with an eccentric adjusting hole. The steering pull rod 1 is connected to the handlebar connecting plate 2 by being inserted into the connecting hole 202 and the adjusting hole, and the bottom plate 601 is driven to rotate to adjust the relative position of the connecting hole 202 and the adjusting hole.

[0085] In detail, referring to Figure 12 As shown in FIG. 2, 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 12 As shown in FIG. 3, the connecting groove 201 is a long slot extending along the left-right direction of the vehicle, and the connecting hole 202 is located at the middle of the length direction of the connecting groove 201. By providing the connecting groove 201 in a long strip shape, 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.

[0086] As a further embodiment, as shown in Figure 4 As shown in FIG. 4, the connecting groove 201 is provided with an indicating line 203 for indicating the center position of the length direction of the connecting hole 202. In this way, the indicating line 203 provides a visual reference for the rider or the maintenance personnel when adjusting the connection position of 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 indicating line 203. In addition, during the process of adjusting the steering mechanism multiple times, the indicating line 203 helps to ensure that the connection position of each adjustment is consistent.

[0087] In some embodiments, referring to Figure 5 and Figure 6 As shown in FIG. 5, the bottom plate 601 is circular in shape, which allows the bottom plate 601 to rotate more smoothly and flexibly in the connecting groove 201. Compared with other shapes, the circular shape has no edges and corners, and will not cause jamming or interference during rotation, so that the relative position of the adjusting hole and the connecting hole 202 can be adjusted more easily, making it more convenient and efficient for the rider or the maintenance personnel to adjust the steering mechanism, saving time and effort. Moreover, when the steering pull rod 1 is under stress, the circular bottom plate 601 can evenly distribute the force in all directions of the connecting groove 201, thereby reducing the local stress concentration. Of course, the bottom plate 601 can also be provided in a rectangular or other shape.

[0088] Further, referring to Figure 5 and Figure 6As 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.

[0089] 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.

[0090] Furthermore, in some embodiments, see Figure 5 and Figure 6 As 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 the distance between the connecting hole 202 and the side wall of the connecting groove 201 near 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 slot when its scale line 6011 and the indicator line 203 are on the same side, preventing assembly errors and improving production cycle time.

[0091] 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.

[0092] Therefore, when adjustment is needed, fix the wheel to center it, and rotate the operating block 602 on the left and right adjustment parts 6 to make the ball pin 102 of the steering tie rod 1 slide back and forth relative to the connecting hole 202 of the handlebar connecting plate 2. After adjusting the handlebar connecting plate 2 to center its position, tighten the nut. During this process, the scale line 6011 on the base plate 601 can provide quantitative indication and guide the adjustment process.

[0093] The front suspension structure of the embodiment, by adopting the above structure, not only can improve the rigidity and steering stiffness of the front suspension in all directions, which is beneficial to improve the handling performance, riding comfort and smoothness of the vehicle. At the same time, the front suspension system can be flexibly adjusted according to different use scenarios and rider requirements. 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 in the front part of the vehicle is more flexible, the arrangement space is larger, and the shock absorbing performance can be better, which can effectively improve the precision and response speed of vehicle control, and further improve the handling stability of the vehicle.

[0094] Embodiment two

[0095] The embodiment relates to a vehicle, which is a straddle-type vehicle, and the vehicle is provided with the front suspension structure as in embodiment one.

[0096] The vehicle of the embodiment, by setting the front suspension structure as described in embodiment one, because the front suspension structure has adjustability and good shock absorbing performance, so that the vehicle has good handling stability and riding comfort.

[0097] The above is only a preferred embodiment of the utility model, and does not limit the utility model, and any modification, equivalent replacement, improvement, etc. within the spirit and principle of the utility model should be included in the protection scope of the utility model.

Claims

1. A front suspension structure for a straddle-type vehicle, characterized by: a front fork sleeve (3) fitted over a front fork support tube, an upper link (8) and a lower swing arm (9) connected between the front fork sleeve (3) and a vehicle frame (5) of the vehicle, and a shock absorber (10) provided between the vehicle frame (5) and the front fork sleeve (3); a connection point between the shock absorber (10) and the vehicle frame (5) being located above a connection point between the upper link (8) and the vehicle frame (5) in a left-right direction of the vehicle, and a connection point between the shock absorber (10) and the front fork sleeve (3) being located at a rear side of the front fork sleeve (3).

2. The front suspension structure according to claim 1, characterized by: the upper link (8) being provided in two left-right parallel arrangements, and a shock absorber arrangement space being defined between the two upper links (8); and at least a part of the shock absorber (10) being located in the shock absorber arrangement space.

3. The front suspension structure according to claim 1, characterized by: the upper and lower ends of the shock absorber (10) being connected to the vehicle frame (5) and the front fork sleeve (3) via ball joint assemblies, respectively.

4. The front suspension structure according to claim 1, characterized by: the front fork sleeve (3) being located in front of a handlebar connecting plate pivot shaft (11) of the vehicle in the left-right direction of the vehicle, and an axis of the front fork sleeve (3) being arranged in parallel with an axis of the handlebar connecting plate pivot shaft (11); and a connection point between the upper link (8) and the vehicle frame (5) being located at a rear side of an extension line of the handlebar connecting plate pivot shaft (11).

5. The front suspension structure according to claim 1, characterized by: a connection point between a front end of the upper link (8) and the front fork sleeve (3) being located at a rear portion of the front fork sleeve (3).

6. The front suspension structure according to claim 1, characterized by: a connection point between the lower swing arm (9) and the front fork sleeve (3) being located at a rear side of the front fork sleeve (3), and the lower swing arm (9) wrapping around the rear portion of the front fork sleeve (3).

7. The front suspension structure according to any one of claims 1 to 6, characterized by: further comprising a steering knuckle (4) provided at a top portion of the front fork support tube, and a steering tie rod (1) provided between the steering knuckle (4) and a handlebar connecting plate (2) of the vehicle; and the steering tie rod (1), the upper link (8), and the lower swing arm (9) being parallel to each other in the left-right direction of the vehicle, and a connection point between the steering tie rod (1) and the steering knuckle (4) being located in front of a connection point between the upper link (8) and the front fork sleeve (3).

8. The front suspension structure according to claim 7, characterized by: an adjustment structure being provided between the steering tie rod (1) and the handlebar connecting plate (2), and the adjustment structure being configured to adjust a connection position of the steering tie rod (1) and the handlebar connecting plate (2) in a front-rear direction of the vehicle.

9. The front suspension structure according to claim 8, characterized by: ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The adjusting structure comprises a connecting groove (201) arranged on the handlebar connecting plate (2), and an adjusting piece (6) arranged in the connecting groove (201); The connecting groove (201) is provided with a connecting hole (202) extending along the front-rear direction of the whole vehicle; The adjusting piece (6) comprises a bottom plate (601) adapted to 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 arranged in the connecting hole (202) and the adjusting hole, and the bottom plate (601) is driven to rotate to adjust the relative position of the connecting hole (202) and the adjusting hole.

10. A vehicle, characterized in that: The vehicle is a straddle-type vehicle, and the vehicle is provided with the front suspension structure according to any one of claims 1 to 9.

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