Front suspension assembly and vehicle

Abstract

The utility model provides a front suspension assembly and a vehicle, the front suspension assembly is applied to a straddle type vehicle, the front suspension assembly comprises a front fork support tube, a front fork sleeve sleeved on the front fork support tube, a double rocker arm mechanism connected between the front fork sleeve and a frame of the vehicle, and a front fork sleeve connected to the front side of the front fork support tube through a connecting component. The double-rocker-arm mechanism comprises an upper rocker arm and a lower rocker arm which are oppositely arranged, and a shock absorber arranged between the lower rocker arm and the frame. The two front fork sleeves are oppositely arranged left and right, the tops of the two front fork sleeves are connected with a handlebar of a vehicle through the steering transmission assembly, and the bottoms of the two front fork sleeves are connected with a front wheel. According to the front suspension assembly, steering motion and suspension jumping motion are independent of each other, handlebar steering and road excitation impact can be decoupled, operation stability is improved, good damping performance can be provided for a vehicle, and riding comfort can be improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle technical field, especially involves a front suspension assembly, simultaneously, the utility model also relates to a vehicle with the front suspension assembly. BACKGROUND

[0002] In the field of traditional straddle-type vehicles (including various motorcycles), the front suspension system mostly adopts the original rigid connection mode. The handlebar is directly and rigidly connected with the front fork assembly. When the front wheel encounters uneven road surface, the impact generated by road surface excitation will pass through the front fork to the handlebar without any buffering. This not only causes the hands of the rider to suffer severe vibration, greatly reducing the comfort, but also interferes with the normal steering action of the handlebar. During the steering process, the rider often needs to overcome the irregular external force interference caused by road impact, making the steering difficult and difficult to control, greatly reducing the accuracy and stability of the operation.

[0003] At present, although some straddle-type vehicles alleviate the road impact through improved technology, the coupling problem between steering motion and suspension bounce has not been effectively solved. When the vehicle is steering, the bounce deformation of the suspension will affect the accuracy of the steering angle. Conversely, when the suspension bounces up and down due to road undulation, the steering intention of the handlebar will be unconsciously changed, and the two interfere with each other, making it difficult for the rider to achieve smooth and stable driving experience. SUMMARY

[0004] Therefore, the utility model aims at providing a front suspension assembly to make the steering motion and suspension bounce two kinds of motion independent of each other, and improve the steering stability.

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

[0006] A front suspension assembly applied to a straddle-type vehicle, comprising a front fork support pipe, a front fork sleeve sleeved on the front fork support pipe, a double rocker arm mechanism connected between the front fork sleeve and the frame of the vehicle, and a front fork sleeve pipe connected to the front side of the front fork support pipe through a connecting assembly;

[0007] The double rocker arm mechanism comprises an upper rocker arm and a lower rocker arm arranged oppositely, and a shock absorber arranged between the lower rocker arm and the frame;

[0008] The front fork sleeve pipe is arranged oppositely on the left and right sides, and the top of the two front fork sleeve pipes is connected with the handlebar of the vehicle through a steering transmission assembly, and the bottom of the two front fork sleeve pipes is connected with the front wheel.

[0009] Further, the upper swing arms are arranged side by side, and a shock absorber arrangement space is defined between the two upper swing arms, and at least part of the shock absorber is arranged in the shock absorber arrangement space.

[0010] Further, the upper swing arm, the lower swing arm, and the front fork sleeve and the frame are connected to form a parallelogram from the left-right direction of the vehicle; and / or,

[0011] The connecting point between the shock absorber and the frame is located on the front side of the rotation axis of the handlebar, and the connecting point between the shock absorber and the lower swing arm is arranged close to the front end of the lower swing arm.

[0012] Further, the hinge point between the front end of the upper swing arm and the front fork sleeve is located on the rear part of the front fork sleeve; and / or,

[0013] From the left-right direction of the vehicle, the front fork sleeve is located on the front side of the rotation axis of the handlebar, and the axis of the front fork sleeve is arranged in parallel with the rotation axis of the handlebar.

[0014] Further, the connecting assembly comprises upper and lower connecting plates arranged at intervals, and the upper and lower connecting plates are connected between the two front fork sleeve tubes and the front fork support tube.

[0015] Further, each of the front fork sleeve tubes comprises a sleeve body and a caliper bracket connected to the bottom of the sleeve body.

[0016] The upper and lower connecting plates are connected to the two sleeve bodies, the caliper bracket is connected to the front wheel, and each of the caliper brackets is integrally cast, and a brake caliper mounting part is arranged on each of the caliper brackets.

[0017] Further, the steering transmission assembly comprises steering knuckles arranged on the top of each of the front fork sleeve tubes, and steering tie rods connected between each of the steering knuckles and the handlebar, and the length of the steering tie rod is adjustable.

[0018] Further, each of the steering knuckles comprises a base connected to the top of the corresponding front fork sleeve tube, and a steering arm located on the front end of the base.

[0019] Each of the steering arms extends upward and rearward of the vehicle, and each of the steering tie rods is connected between the corresponding steering arm and the handlebar.

[0020] Further, the included angle between the extension direction of each of the steering arms and the axial direction of the front fork sleeve tube is between 40°-50°; and / or,

[0021] Two said base are connected by connecting arm, and two said knuckle and said connecting arm are integrally formed.

[0022] Further, each said steering tie rod comprises a middle rod body, and connecting rod bodies separately arranged at two ends of the middle rod body;

[0023] The connecting rod bodies at two ends each have a screw portion, and a protective cover sleeved outside the screw portion;

[0024] The screw portions are screwed with the middle rod body, the protective cover forms a cover for at least part of the middle rod body, and the rotation directions of the screw portions at two ends are opposite.

[0025] Further, the steering tie rod further comprises locking nuts respectively arranged on the screw portions at two ends, the locking nuts at two ends are located in the protective covers at the corresponding ends, and can abut against the middle rod body; and / or,

[0026] The connecting rod bodies at two ends each are provided with a fixing flange for fixing the protective cover at the corresponding end, and the middle rod body is provided with an operation block for receiving the rotating driving force of an external operation tool.

[0027] Compared with the prior art, the utility model has the following advantages:

[0028] The front suspension assembly disclosed by the utility model realizes a relatively independent motion relationship by connecting the front fork sleeve pipe with the handlebar through the steering transmission assembly and the suspension jumping of the double rocker arm mechanism, when the vehicle turns, the rotation of the handlebar can drive the front fork sleeve pipe through the steering transmission assembly, drive the front wheel to turn, and is not disturbed by the damping action of the double rocker arm mechanism. Meanwhile, when the road surface bumping causes the double rocker arm mechanism to jump up and down, the steering instruction of the handlebar will not be mis-conducted, which is beneficial to accurately control the steering angle, thereby decoupling the handlebar steering and the road surface excitation impact, and improving the steering stability.

[0029] Moreover, the design of the double rocker arm mechanism matched with the shock absorber can provide good damping performance for the vehicle, and can improve the riding comfort. In addition, the front fork support pipe is separately arranged with the double rocker arm mechanism, so that the vibration from the front wheel is effectively blocked in the transmission path, thereby reducing the impact on the rider's hands, and further ensuring the comfortable experience in the riding process.

[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 assembly as described above.

[0031] The front suspension assembly disclosed by the utility model adopts the above structure, which can improve the steering stability and steering sensitivity of the vehicle, and has good riding comfort. BRIEF DESCRIPTION OF DRAWINGS

[0032] The accompanying drawings, which form a part of the present application, are intended to provide further understanding of the present application and are incorporated herein for explanation by illustrating the specific embodiments of the present application. The present application will be described in detail with reference to the accompanying drawings.

[0033] Figure 1 A structure schematic view of the front suspension assembly according to the embodiment of the present application;

[0034] Figure 2 A structure schematic view of the front suspension assembly according to the embodiment of the present application from another perspective;

[0035] Figure 3 A structure schematic view of the front suspension assembly according to the embodiment of the present application from another perspective;

[0036] Figure 4 A structure schematic view of the front suspension assembly according to the embodiment of the present application;

[0037] Figure 5 A structure schematic view of the front suspension assembly according to the embodiment of the present application;

[0038] Figure 6 A matching schematic view between the lower rocker arm and the front fork sleeve according to the embodiment of the present application;

[0039] Figure 7 An assembly state view between the lower rocker arm and the front fork sleeve according to the embodiment of the present application;

[0040] Figure 8 A structure schematic view of the front fork sleeve according to the embodiment of the present application; Figure 7

[0041] A structure schematic view of the front fork sleeve according to the embodiment of the present application from another perspective; Figure 9

[0042] A structure schematic view of the lower rocker arm according to the embodiment of the present application; Figure 10

[0043] A structure schematic view of the lower rocker arm according to the embodiment of the present application; Figure 11

[0044] A structure schematic view of the front suspension assembly according to the embodiment of the present application; Figure 12 Figure 11 A structure schematic view of the front suspension assembly according to the embodiment of the present application;

[0045] Figure 13 A structure schematic view of the front suspension assembly according to the embodiment of the present application;

[0046] Figure 14 ​A structure schematic view of the front fork sleeve pipe is shown in the embodiment of the utility model.

[0047] Figure 15 A structure schematic view of the caliper support is shown in the embodiment of the utility model.

[0048] Figure 16 A structure schematic view of the knuckle is shown in the embodiment of the utility model.

[0049] Figure 17 A structure schematic view of the steering drag link is shown in the embodiment of the utility model.

[0050] Figure 18 A structure schematic view of the steering drag link when removing a protective cover thereof is shown in the embodiment of the utility model.

[0051] Figure 19 A structure schematic view of the connecting rod body is shown in the embodiment of the utility model.

[0052] Figure 20 A structure schematic view of the connecting rod body when removing a ball pin and other components is shown in the embodiment of the utility model. Figure 19 A sectional view along the line C-C is shown in the embodiment of the utility model.

[0053] Figure 21 A structure schematic view of the connecting rod body when removing a ball pin and other components is shown in the embodiment of the utility model.

[0054] Figure 22 A structure schematic view of the middle rod body is shown in the embodiment of the utility model.

[0055] Figure 23 A structure schematic view of the protective cover is shown in the embodiment of the utility model.

[0056] Explanation of reference signs:

[0057] 1, front fork sleeve; 2, upper rocker arm; 3, lower rocker arm; 4, shock absorber; 5, front fork sleeve pipe; 6, upper connecting plate; 7, handlebar rotating shaft; 8, first bearing; 9, second bearing; 10, dust cover; 11, bushing; 12, connecting sleeve pipe; 13, bolt; 14, nut; 15, knuckle; 16, lower connecting plate; 17, steering drag link; 18, handlebar; 19, front fork support pipe;

[0058] 101, connecting shaft; 102, connecting sleeve;

[0059] 301, main arm; 302, cross arm; 303, connecting cylinder; 3031, through hole; 3032, clamping groove; 304, reinforcing plate; 305, reinforcing rod;

[0060] 501, sleeve pipe body; 502, caliper support;

[0061] 5021, cylinder body; 50211, front wheel axle mounting hole; 5022, extension arm; 50221, caliper mounting hole; 5023, support lug; 50231, front wheel cover mounting hole;

[0062] 1501, steering arm; 1502, base; 15021, notch; 1503, connecting arm;

[0063] 1701, connecting rod body; 17011, screw portion; 170111, fixing flange; 17012, ball pin seat;

[0064] 1702, middle rod body; 17021, operation block;

[0065] 1703, protective cover; 17031, first portion; 17032, second portion;

[0066] 1704, ball pin; 1705, sealing cover; 1706, screw; 1707, locking nut; 1708, end cover; 1709, ball bowl. DETAILED DESCRIPTION

[0067] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0068] In the description of the present application, it should be noted that if the terms indicating the orientation or position relationship such as "upper", "lower", "inner", "back" appear, they are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as limiting the device or element indicated to have a specific orientation, to be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present application. In addition, if the terms "first", "second", etc. appear, they are also only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0069] In addition, in the description of the present application, unless otherwise explicitly limited, the terms "mounting", "connecting", "connection", and "connecting member" should be understood broadly. For example, it can be fixedly connected, or can be detachably connected, or integrally connected; it can be mechanically connected, or electrically connected; it can be directly connected, or indirectly connected through an intermediate medium, or it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood in combination with the specific circumstances.

[0070] The present application will be described in detail below with reference to the drawings and in combination with the embodiments.

[0071] The embodiment relates to a front suspension assembly applied to a straddle-type vehicle, which comprises a front fork support pipe 19, a front fork sleeve 1 sleeved on the front fork support pipe 19, a double swing arm mechanism connected between the front fork sleeve 1 and a frame of the vehicle, and a front fork sleeve pipe 5 connected to the front side of the front fork support pipe 19 through a connecting assembly. The double swing arm mechanism comprises oppositely arranged upper swing arms 2 and lower swing arms 3, and a shock absorber 4 arranged between the lower swing arms 3 and the frame. In addition, the front fork sleeve pipe 5 is arranged in two opposite left and right parts, and the top of each of the two front fork sleeve pipes 5 is connected to a handlebar 18 of the vehicle through a steering transmission assembly, and the bottom of each of the two front fork sleeve pipes 5 is connected to a front wheel.

[0072] The front suspension assembly of the embodiment can realize relatively independent motion relationship with suspension bounce of the double swing arm mechanism by connecting the front fork sleeve pipe 5 to the handlebar 18 through the steering transmission assembly. When the vehicle turns, the rotation of the handlebar 18 can drive the front fork sleeve pipe 5 to steer the front wheel through the steering transmission assembly, and the steering action is not interfered by the damping action of the double swing arm mechanism. Meanwhile, when the double swing arm mechanism drives the front fork support pipe 19 to bounce up and down due to road bumping, the steering instruction of the handlebar 18 cannot be mis-conducted, the steering angle can be accurately controlled, the steering of the handlebar 18 and the road excitation impact can be decoupled, and the steering stability is improved.

[0073] In addition, the design of the double swing arm mechanism matched with the shock absorber 4 can provide better damping performance for the vehicle, and the riding comfort can be improved. In addition, the front fork support pipe 19 is arranged separately from the double swing arm mechanism, so that the vibration from the front wheel can be effectively blocked in the transmission path, thereby reducing the impact on the hands of the rider, and further ensuring the comfortable experience in the riding process.

[0074] Based on the overall structure, an exemplary structure of the front suspension assembly of the embodiment is shown in Figures 1 to 3 The front fork support pipe 19 is connected to the upper part of the front fork sleeve pipe 5 through the connecting assembly. Specifically, as shown in Figures 4 to 5 As a preferred embodiment, the upper swing arms 2 are arranged in two left and right parallel parts, and a shock absorber arrangement space is defined between the two upper swing arms 2, and at least part of the shock absorber 4 is arranged in the shock absorber arrangement space. Here, by designing the upper swing arms 2 as a double-arm structure arranged in left and right parallel parts, and forming the shock absorber arrangement space between the two upper swing arms 2, the arrangement space of the shock absorber 4 can be increased by using the redundant area of the traditional front fork sleeve 1, so that the shock absorber 4 can fully play its damping performance, and the steering stability of the vehicle can be improved.

[0075] In addition, as shown in Figure 4 and Figure 5As shown, viewed from the left-right direction of the vehicle, the upper rocker arm 2, lower rocker arm 3, and front fork sleeve 1 connect to the frame to form a parallelogram. That is, the lengths between the two ends of the upper rocker arm 2 and lower rocker arm 3 are equal, and they are parallel to each other. By forming a parallelogram, the upper rocker arm 2, lower rocker arm 3, and front fork sleeve 1 connect to the frame, ensuring that opposite sides remain parallel during deformation, the front suspension system can better control the wheel's trajectory and effectively prevent excessive camber, toe-in, or toe-out changes. This effectively reduces problems such as abnormal tire wear and decreased handling caused by inaccurate wheel alignment. Furthermore, from the perspective of the overall frame structure, this parallelogram structure allows the front suspension to form a stable local support structure with the frame, enhancing the frame's torsional and bending resistance in the front area.

[0076] As a further implementation method, such as Figure 5 As shown, viewed from the left-right direction of the vehicle, the fork sleeve 1 is located in front of the rotation axis of the handlebar 18, and the axis of the fork sleeve 1 is parallel to the rotation axis of the handlebar 18. This arrangement allows for a more reasonable distribution of the vehicle's center of gravity. When the front wheel encounters bumps or external forces, the fork sleeve 1 can more effectively transmit and disperse the force, reducing the direct impact on the handlebar 18, lowering the risk of vehicle swaying or loss of control, and providing the rider with a more stable riding experience.

[0077] In addition, such as Figure 5 As shown, the hinge point between the front end of the upper rocker arm 2 and the fork sleeve 1 is located at the rear of the fork sleeve 1. The advantage of this design is that it allows the connection point between the upper rocker arm 2 and the fork sleeve 1 to be moved rearward, thus providing more space for the shock absorber 4. Simultaneously, it reduces the possibility of interference between the upper rocker arm 2 and the shock absorber 4, further increasing the available space for the shock absorber 4.

[0078] In addition, such as Figure 5 As shown, the connection point between the shock absorber 4 and the frame is located at the front of the handlebar swivel 7, and the connection point between the shock absorber 4 and the lower swingarm 3 is located near the front end of the lower swingarm 3. Additionally, the connection point between the shock absorber 4 and the frame is located at the front of the connection point between the upper swingarm 2 and the frame. By placing the connection point between the shock absorber 4 and the frame at the front of the handlebar swivel 7, when the front suspension of the vehicle experiences an impact, the forward impact force exerted by the rider's hand on the handlebar 18 can be offset by the force transmitted to the frame during the compression of the shock absorber 4. This effectively reduces the direct transmission of vibration to the rider's hand, improving riding comfort. Furthermore, it effectively prevents damage to the frame and handlebar 18 caused by impact vibrations, extending the vehicle's lifespan.

[0079] And the connecting point between the shock absorber 4 and the lower rocker arm 3 is arranged close to the front end of the lower rocker arm 3, which can make the shock absorber 4 respond more quickly and directly to the bumps from the road. When the road surface appears pits, bumps and other situations, the shock absorber 4 can quickly absorb the vibration energy, avoid the spread of vibration wave to the frame and other parts of the vehicle body, and provide a more stable and comfortable riding experience for the rider.

[0080] Continuing to refer to Figure 5 As a preferred embodiment, the shock absorber 4 is arranged along the vertical direction of the vehicle. In this way, the working direction of the shock absorber 4 is consistent with the direction of the vertical impact force from the road mainly borne by the vehicle during driving. When the vehicle encounters uneven road conditions such as pits and bumps, the vertical impact force can be directly transmitted to the shock absorber 4, which can quickly exert its damping effect to efficiently absorb and convert the vibration energy, thereby minimizing the transmission of vibration to the vehicle body, providing a stable and comfortable riding experience for the rider, and avoiding physical discomfort, fatigue and even affecting the control due to excessive vibration. The structure of the shock absorber 4 can refer to the existing structure, which will not be described here.

[0081] Specifically, in combination with Figures 4 to 5 From the left-right direction of the vehicle, the upper rocker arm 2 and the lower rocker arm 3 are inclined upward along the front-to-back direction. The upper rocker arm 2 is in the form of a long rod structure, and its two ends are respectively provided with first connecting holes to be connected with the front fork sleeve 1 and the frame. Moreover, as shown in Figure 5 As shown in Figures 8 to 10 At this time, in order to connect the upper rocker arm 2 with the front fork sleeve 1, as shown in

[0082] More specifically, a threaded hole is provided on each connecting shaft 101, and the first connecting hole at the front end of the upper rocker arm 2 is rotatably arranged on the connecting shaft 101 through a bearing and connected with the connecting shaft 101 through a bolt 13. In this embodiment, by providing the outwardly extending connecting shaft 101, the space around the upper end of the front fork sleeve 1 can be fully utilized, and compared with the connection mode of embedding or hiding the upper rocker arm 2, this connection structure is simpler and facilitates installation during vehicle manufacturing, thereby reducing assembly difficulty and improving production efficiency. Preferably, the distance between the two upper rocker arms 2 in the vehicle width direction is greater than 115 mm, so as to provide sufficient arrangement space for the shock absorber 4.

[0083] As a preferred embodiment, as shown in Figure 6、 Figure 7 and Figure 11 As shown in

[0084] The lower rocker arm 3 of the embodiment adopts the structure of two main arms 301 arranged opposite to each other and connected with the rear end cross arm 302, which can make it have better structural strength. When the vehicle faces various complex working conditions, the lower rocker arm can effectively resist external force impact from different directions, prevent the lower rocker arm 3 from excessive deformation, and help to ensure that the front wheel always maintains good positioning, thereby improving the control stability of the vehicle. In addition, by connecting the lower end of the shock absorber 4 between the front part of the two main arms 301, the shock absorber 4 can receive more accurate road impact signals at the front end, which helps to quickly play a buffering role and maximize its shock absorption efficiency, thereby ensuring the stability of the vehicle and improving the driving comfort.

[0085] Further, as shown in Figure 11 , along the direction of the vehicle from front to back, the distance between the two main arms 301 gradually increases, and the lower rocker arm 3 and the front fork sleeve 1 form a triangular structure. Therefore, by taking advantage of the good stability of the triangular structure, the structural strength and reliability of the vehicle can be improved. At the same time, the stability of the triangular structure helps to maintain the correct posture and position of the front fork sleeve 1 during steering, and reduces the steering deviation caused by the deformation or shaking of the lower rocker arm 3. Moreover, the design of gradually increasing the distance between the two main arms 301 can provide more movement space, so that the lower rocker arm 3 can move more smoothly when moving up and down, and reduce the interference with other components.

[0086] At this time, in order to facilitate the connection of the lower rocker arm 3 and the shock absorber 4, in combination with Figure 5 and Figure 11 , each main arm 301 is provided with a connecting cylinder 303 protruding to one side of the shock absorber 4, and the connecting cylinder 303 forms an installation space between the two connecting cylinders 303. Moreover, the lower end of the shock absorber 4 is located in the installation space and is connected with the two connecting cylinders 303 through a connecting unit. In this way, by forming a special installation space between the two connecting cylinders 303, the shock absorber 4 can be effectively prevented from displacement, shaking and other unstable phenomena caused by vibration or external force impact during vehicle operation.

[0087] Meanwhile, the shock absorber 4 is connected with the two connecting sleeves 303 through the connecting unit, so that the structural stability can be improved. Compared with the single-point connection mode, this connection mode can more evenly disperse the various forces such as tension, pressure and the like generated by the shock absorber 4 during operation, effectively prevent stress concentration at the connection position, improve the reliability and durability of the connection, and reduce the risk of shock failure caused by loose or damaged connection.

[0088] Specifically, as shown in Figure 11 , the through holes 3031 are respectively formed on the two connecting sleeves 303, and the second connecting holes are in communication with the through holes 3031, and the connecting unit includes the bolt 13 and the nut arranged in the second connecting hole of the left connecting sleeve 303. Thus, the bolt 131 can be screwed with the nut after penetrating through the right connecting sleeve 303 and the shock absorber 4, so as to realize the connection between the shock absorber 4 and the two main arms 301. In addition, in order to improve the overall aesthetics, as shown in Figure 4 and Figure 6 , the clamping grooves 3032 are arranged at the end of the through holes 3031 of the connecting sleeves 303, and the plugs are clamped in the corresponding clamping grooves 3032.

[0089] In addition, as shown in Figure 6 and Figure 7 , the front ends of the two main arms 301 are connected to the rear part of the front fork sleeve 1, and the front parts of the two main arms 301 together with the shock absorber 4 form a wrapping around the rear part of the front fork sleeve 1. In this embodiment, by wrapping the main arms 301 and the shock absorber 4 around the rear part of the front fork sleeve 1, the space that would otherwise be idle or inefficiently utilized in this area can be fully utilized. In the case of a relatively compact space in the front part of the straddle-type vehicle, this layout not only realizes the close combination of components, but also avoids occupying too much vehicle body space, so that the front part of the vehicle is more compact and regular, which is conducive to the integration and miniaturization design of the whole vehicle, and improves the space utilization.

[0090] Moreover, when the rear part of the front fork sleeve 1 is stressed, the additional assistance of the main arms 301 and the shock absorber 4 can help improve the impact resistance of the whole front suspension system, so that the vehicle can run more smoothly on complex road conditions. Thus, the steering stability of the vehicle can be improved.

[0091] As a preferred embodiment, as shown in Figure 8 and Figure 9As shown, a connecting sleeve 102 is provided at the rear of the front fork sleeve 1, arranged along the left-right direction of the vehicle. The connecting sleeve 102 is located at the bottom end of the front fork sleeve 1, and a connecting sleeve 12 for the bolt 13 to pass through is inserted into the connecting sleeve 102. In addition, grooves are provided at both ends of the connecting sleeve 102, and a first bearing 8 is provided in the groove, a second bearing 9 abutting against one side of the first bearing 8, a dust cover 10 abutting against the other side of the second bearing 9, and a bushing 11 inserted in the dust cover 10 and the second bearing 9. Specifically, the first bearing 8 is a deep groove ball bearing, the second bearing 9 is a needle roller bearing, and the dust cover 10 can use an existing structure. Thus, the connection between the main arm 301 and the front fork sleeve 1 can be achieved by screwing the bolt 13 through the connecting sleeve 12, the bushing 11 and the first bearing 8 with a nut 14.

[0092] Furthermore, such as Figure 5 As shown, when viewed from the left-right direction of the vehicle, the connecting sleeve 102 protrudes downward relative to the main arm 301. This design provides more space for the shock absorber 4 and other components to move, allowing them to function better, more effectively absorb and buffer the impact from the road surface, improve the shock absorption effect of the suspension system, and enhance ride comfort.

[0093] In addition, such as Figure 11 As shown, to achieve better performance, reinforcing plates 304 are provided between each main boom 301, the cross arm 302, and the connecting cylinder 303, as well as reinforcing rods 305 connecting the reinforcing plates 304 on both sides. In this structure, the reinforcing plates 304 can increase the connection area between the main boom 301, the cross arm 302, and the connecting cylinder 303, making the force transmission in the structure more uniform and avoiding stress concentration. In addition, the reinforcing rods 305 connecting the reinforcing plates 304 on both sides can form a more stable support structure, which can significantly improve the load-bearing capacity of the entire structure, allowing the lower rocker arm 3 to withstand greater external forces and ensuring that the vehicle can operate safely and reliably under various working conditions.

[0094] Furthermore, the combination of the reinforcing plate 304 and the reinforcing rod 305 can effectively suppress the deformation of the main boom 301, the cross arm 302, and the connecting cylinder 303 under stress. The reinforcing plate 304, through its own rigidity, can effectively limit the deformation of the connecting parts, while the reinforcing rod 305 further enhances the torsional and bending resistance of the entire structure. Especially when the vehicle makes a sharp turn or is subjected to lateral forces, the reinforcement can prevent relative displacement between the two reinforcing plates 304, thereby improving the vehicle's handling stability.

[0095] Continue to refer to Figures 1 to 3As a preferred embodiment, the connecting assembly of the present embodiment comprises the upper connecting plate 6 and the lower connecting plate 16 arranged at intervals, and the upper connecting plate 6 and the lower connecting plate 16 are both connected between the two fork sleeve pipes 5 and the fork support pipe 19. In this way, the front suspension structure has higher rigidity, the stability of the front wheel is improved, the handling stability of the vehicle is improved, and the riding quality is improved.

[0096] Referring to Figure 13 As a preferred embodiment, each fork sleeve pipe 5 comprises a sleeve pipe body 501 and a caliper bracket 502 connected to the bottom of the sleeve pipe body 501. The upper connecting plate 6 and the lower connecting plate 16 are both connected to the two sleeve pipe bodies 501, the caliper bracket 502 is connected to the front wheel, and the caliper bracket 502 is provided with a brake caliper mounting portion. The sleeve pipe body 501 is a circular pipe extending in the vertical direction of the vehicle.

[0097] In this way, as a preferred embodiment, each caliper bracket 502 is integrally cast. By integrally casting the caliper bracket 502, the caliper bracket 502 becomes a complete and continuous whole structure, avoiding stress concentration points and weak links that may be caused by welding, bolt 13 connection and other methods of traditional assembled caliper brackets 502. During vehicle driving, external forces can be more effectively dispersed and transmitted, which is beneficial to maintaining the integrity and stability of the structure, greatly enhancing the structural strength and rigidity of the caliper bracket 502, reducing the risk of deformation and damage, prolonging the service life of the caliper bracket 502, and thus ensuring the reliability of the entire front suspension system.

[0098] Referring to Figure 15 As shown in FIG. 6, each caliper bracket 502 comprises a cylinder body 5021 and an extension arm 5022 provided on one side of the cylinder body 5021. The cylinder body 5021 is press-fitted with the corresponding sleeve pipe body 501, and the brake caliper mounting portion comprises a caliper mounting portion provided on the extension arm 5022. The caliper bracket 502 of the present embodiment is press-fitted with the sleeve pipe body 501 through the cylinder body 5021, which can provide greater connection strength and tightness. In this way, during vehicle driving, various impact forces, braking forces and steering forces from the road can be effectively resisted, ensuring that the caliper bracket 502 and the sleeve pipe body 501 will not easily displace or loosen relative to each other, thereby improving the rigidity of the entire front suspension structure.

[0099] In particular, referring to Figure 15As shown in FIG. 5, the bottom of the cylinder 5021 is provided with a front wheel axle mounting hole 50211 extending along the left-right direction of the vehicle. The extension arm 5022 is arranged at the rear side of the cylinder 5021 and extends from the middle of the cylinder 5021 to the lower rear side of the cylinder 5021, and the caliper mounting holes 50221 are arranged at the upper and lower ends of the extension arm 5022. In this way, the rear side space of the cylinder 5021 can be fully utilized, and the arrangement of other components in the front part of the vehicle is facilitated.

[0100] Continuing to refer to Figure 15 As shown in FIG. 5, each caliper bracket 502 includes a lug 5023 arranged at the front and rear sides of the cylinder 5021, and the front wheel cover mounting hole 50231 is arranged on each side lug 5023. In this way, the front wheel cover is connected to the front and rear sides of the caliper bracket 502, which can improve the mounting reliability of the front wheel cover and further improve the overall stiffness of the front suspension structure.

[0101] Among them, the lug 5023 at the rear side is arranged above the extension arm 5022, each lug 5023 is generally inverted L-shaped, the front wheel cover mounting hole 50231 is arranged at the top of each lug 5023, and each front wheel cover mounting hole 50231 extends along the left-right direction of the vehicle. In addition, in order to further improve the use effect, a mounting groove is arranged on the side of each cylinder 5021 facing the outside of the vehicle. Moreover, the mounting groove is a long strip extending along the length direction of the cylinder 5021, and can be used to mount a reflective member.

[0102] Based on the arrangement relationship between the front fork sleeve 5 and the front fork support tube 19, the upper connecting plate 6 and the lower connecting plate 16 of the embodiment are generally triangular. Moreover, the upper connecting plate 6 and the lower connecting plate 16 protrude rearward and are connected to the front fork support tube 19. Among them, the upper connecting plate 6 and the front fork support tube 19 can be connected by screwing, while the lower connecting plate 16 and the front fork support tube 19 can be pressed together.

[0103] In addition, still referring to Figures 1 to 3 As shown in FIG. 5, the steering transmission assembly of the embodiment includes a steering knuckle 15 arranged at the top of each front fork sleeve 5, and a steering tie rod 17 connected between each steering knuckle 15 and the handlebar 18, and the length of the steering tie rod 17 is adjustable. By arranging the steering knuckle 15 at the top of each front fork sleeve 5 and connecting the steering tie rod 17 between each steering knuckle 15 and the handlebar 18, and adjusting the length of the steering tie rod 17, the rider can adjust the steering force according to his own habits and riding environment, which can further improve the riding comfort and overall quality of the vehicle.

[0104] As a preferred embodiment, as Figure 16As shown in FIG. 1, each knuckle 15 of the present embodiment comprises a base 1502 connected to the top of the corresponding fork tube 5, and a steering arm 1501 located at the front end of the base 1502. Moreover, each steering arm 1501 extends upward and rearward of the vehicle, and each steering tie rod 17 is connected between the corresponding steering arm 1501 and the handlebar 18. That is, the knuckles 15 of the present embodiment are arranged in pairs, each knuckle 15 is arranged on the same side of the fork tube 5, and each pair of knuckles 15 and the handlebar 18 is connected by a steering tie rod 17. Here, by arranging two knuckles 15 and two steering tie rods 17, the load bearing of the components on one side can be effectively reduced, the probability of the knuckles 15 and the steering tie rods 17 breaking due to long-term stress fatigue can be reduced, and the service life of the entire steering system can be prolonged.

[0105] In the present embodiment, the base 1502 of the knuckle 15 is connected to the top of the fork tube 5 to directly receive the force generated by the wheel and the road surface and transmit it upward. The steering arm 1501 extends upward and rearward of the vehicle, which can change the direction of force transmission, so that the vehicle can more effectively buffer and convert external forces during driving, effectively avoiding the direct action of these forces on the handlebar 18, and improving the riding comfort.

[0106] As a preferred embodiment, as shown in FIG. 1, the base 1502 of the knuckle 15 is connected to the top of the fork tube 5, and the steering arm 1501 extends upward and rearward of the vehicle. Figure 16 As shown in FIG. 1, the two bases 1502 are connected by a connecting arm 1503, and the two knuckles 15 and the connecting arm 1503 are integrally formed. In this structure, the two bases 1502 are connected by the connecting arm 1503, which can greatly improve the rigidity of the entire knuckle 15, effectively resist external forces from all directions, ensure smooth and accurate steering action, and enable the rider to more sensitively control the vehicle, thereby improving the driving experience. Moreover, the knuckle 15 and the connecting arm 1503 are integrally formed, avoiding the stress concentration points and weak links that may be caused by traditional connection methods such as welding and bolt connection. In addition, the integrally formed structure makes the stress distribution more uniform, reduces the risk of damage to the components due to long-term stress fatigue, significantly improves the durability of the front suspension system, reduces the maintenance frequency, and ensures the long-term stable operation of the vehicle.

[0107] In addition, as a specific embodiment, as shown in FIG. 1, each base 1502 is provided with a mounting hole, a notch 15021 communicating with the mounting hole, and a through hole and a threaded hole located on both sides of the notch 15021. Figure 16 As shown in FIG. 1, each base 1502 can be connected to the fork tube 5 by screwing the bolt 13 through the through hole and the notch 15021 into the threaded hole. As shown in FIG. 1, the mounting hole of each base 1502 is arranged to be aligned with the mounting hole of the corresponding fork tube 5, and the bolt 13 is arranged to pass through the mounting hole of the base 1502 and the mounting hole of the fork tube 5. Figure 2As a preferred embodiment, the angle a between the extending direction of the steering arm 1501 and the axial direction of the front fork sleeve 5 is between 40° and 50°, as shown in FIG. 1 1. For example, the angle a can be set to 40°, 42°, 45°, 47°, 50° or other values.

[0108] In the present embodiment, by setting the angle a between the extending direction of the steering arm 1501 and the axial direction of the front fork sleeve 5 within the range of 40° to 50°, the length of the steering pull rod 17 can be reduced, the swing angle of the ball pin 1704 can be reduced, the service life of the ball pin 1704 can be increased, and the steering stability can be improved. Moreover, the decomposition and transmission of the steering force are also reasonable, neither too sensitive to cause the vehicle to be difficult to control (which can occur when the angle is too small), nor too slow to affect the handling (which can occur when the angle is too large).

[0109] In addition, as a preferred embodiment, referring to Figures 17 to 18 the steering pull rod 17 of the present embodiment includes a middle rod body 1702 and two end connecting rod bodies 1701 arranged at both ends of the middle rod body 1702, as shown in FIG. 12. Each of the two end connecting rod bodies 1701 has a screw portion 17011 and a protective cover 1703 sleeved outside the screw portion 17011. The screw portion 17011 is screwed with the middle rod body 1702, the protective cover 1703 forms a cover for at least part of the middle rod body 1702, and the two end screw portions 17011 have opposite rotation directions. As a specific embodiment, referring to Figure 17 the protective cover 1703 of the present embodiment only forms a cover for part of the middle rod body 1702, as shown in FIG. 13.

[0110] The steering pull rod 17 of the present embodiment can conveniently adjust the overall length by rotating the steering pull rod 17, by screwing the two end screw portions 17011 with the middle rod body 1702 and having opposite rotation directions. When it is necessary to change the steering characteristics of the vehicle, such as adjusting the steering damping, it is only necessary to rotate the middle rod body 1702, use the screwing movement of the screw to make the two end connecting rod bodies 1701 extend and retract relative to the middle rod body 1702, and then change the effective length of the steering pull rod 17. Due to the opposite rotation directions, the two ends will move synchronously and in opposite directions during the rotation operation, which is beneficial to ensure the symmetry and stability of the adjustment and can quickly realize the adjustment of the steering system to adapt to different driving requirements and road conditions.

[0111] In addition, the protective cover 1703 arranged outside the screw rod part 17011 can effectively protect the screw rod part 17011 and the middle rod body 1702, can block foreign matters from outside, prevent the screw rod part 17011 from rusting and wearing, avoid affecting the adjusting function and connecting strength of the steering pull rod 17 due to the damage of the screw thread, and thus prolong the service life of the steering pull rod 17. In addition, the protective cover 1703 can wrap the exposed structural components such as the screw rod part 17011, so that the appearance of the steering pull rod 17 is more neat and beautiful, and meanwhile, the safety hidden danger possibly caused by the exposed components is reduced.

[0112] As a further implementation, in combination with the description shown in Figure 17 and Figure 19 , the connecting rod body 1701 is provided with a ball pin seat 17012 at each end, a ball pin 1704 located in the ball pin seat 17012 at one end, and a sealing cover 1705 arranged between the ball pin 1704 and the ball pin seat 17012. The steering pull rod 17 is connected with the steering knuckle 15 and the handlebar 18 through the ball pins 1704 at both ends respectively. In this structure, the cooperation of the ball pin 1704 and the ball pin seat 17012 allows the ball pin 1704 to rotate freely in multiple directions, and this universal joint type connection can provide better flexibility for the steering pull rod 17, so that the steering action of the handlebar 18 can be accurately converted into the steering of the wheels, and the smooth operation of the steering system can be ensured.

[0113] During the steering operation, the steering force can be more smoothly applied to the steering knuckle 15 and the handlebar 18 through the rotation and transmission of the ball pin 1704 in the ball pin seat 17012, the mechanical properties of the steering system are optimized, the steering operation is more stable and smooth, and the control feeling and riding comfort of the vehicle can be improved. In addition, by arranging the sealing cover 1705 between the ball pin 1704 and the ball pin seat 17012, foreign matters can be effectively prevented from entering the connecting part, the service life of the ball pin 1704 and the ball pin seat 17012 can be prolonged, the frequency of maintenance and replacement can be reduced, and the reliability and durability of the entire steering transmission structure are improved.

[0114] Specifically, referring to the description shown in Figure 20 , one end of the ball pin 1704 with a ball head is arranged in the ball pin seat 17012 through a ball bowl 1709, both ends of the ball pin seat 17012 are open, an end cover 1708 is arranged at one end of the ball pin seat 17012, and the protective cover 1703 is connected between the ball pin 1704 and the other end of the ball pin 1704 through a snap spring. The cooperation structure of the ball pin 1704, the ball pin seat 17012, the ball bowl 1709, the end cover 1708 and the protective cover 1703 is the same as the prior art, and reference can be made to the prior art, which will not be described in detail here.

[0115] In addition, referring to the description shown in Figure 21As shown in FIG. 17, the ball pin seat 17012 and the screw rod part 17011 are respectively arranged at the two ends of the connecting rod, and the axis of the screw rod part 17011 coincides with the center of the ball pin seat 17012. In addition, as shown in FIG. 18, the middle rod body 1702 is arranged coaxially with the screw rod part 17011, and the middle rod body 1702 is provided with threaded holes at the two ends respectively. Correspondingly, the outer periphery wall of the screw rod part 17011 is provided with external threads. Moreover, the rotation directions of the external threads of the two screw rod parts 17011 are opposite, so that the relative distance between the two connecting rod bodies 1701 can be adjusted by rotating the middle rod body 1702, thereby adjusting the length of the whole steering pull rod 17 and realizing the adjustment of the steering damping. Figure 22

[0116] In order to facilitate the adjustment, as a further embodiment, the middle rod body 1702 is provided with an operation block 17021 for receiving the rotating driving force of the external operation tool. The operation block 17021 is arranged radially outwardly on the middle rod body 1702 and can drive the middle rod body 1702 to rotate. As shown in FIG. 19, as a specific embodiment, the operation block 17021 is hexagonal, which can be matched with a wrench, a sleeve or other external tools, so as to facilitate the rotation of the middle rod body by means of the external tool or directly, and further facilitate the adjustment of the length of the steering pull rod 17. Figure 22

[0117] As shown in FIG. 20, as a further embodiment, the middle rod body 1702 is provided with a plurality of operation blocks 17021 arranged at intervals along the longitudinal direction of the middle rod body 1702. As shown in FIG. 21, as a further embodiment, the middle rod body 1702 is provided with a plurality of operation blocks 17021 arranged at intervals along the circumferential direction of the middle rod body 1702. Figure 17 Figure 18 As shown in FIG. 22 and FIG. 23, the steering pull rod 17 further comprises locking nuts 1707 arranged on the screw rod parts 17011 at the two ends respectively. Moreover, the two locking nuts 1707 are located in the protective covers 1703 at the corresponding ends and can abut against the middle rod body 1702. In the embodiment, the locking nuts 1707 are arranged on the screw rod parts 17011 and located in the protective covers 1703, and can abut against the middle rod body 1702. In this way, the relative rotation between the screw rod parts 17011 and the middle rod body 1702 caused by vibration can be effectively prevented, the length of the steering pull rod 17 can be kept stable during driving, and the reliability and stability of the steering system can be ensured, thereby improving the safety of riding.

[0118] In addition, the locking nuts 1707 are located in the protective covers 1703, which not only plays a role in preventing loosening, but also further enhances the protection performance of the steering pull rod 17. The protective covers 1703 can block foreign matters from entering the contact position between the locking nuts 1707 and the middle rod body 1702, prevent the nuts 14 from rusting, corroding and the threads from being damaged, prolong the service life of the locking nuts 1707 and the whole steering pull rod 17, and reduce the frequency of maintenance and replacement.

[0119] ​​​At this time, based on the arrangement of the protective cover 1703, in order to facilitate the adjustment of the locking nut 1707 so as to abut on the middle rod body 1702, as a further embodiment, as shown in Figure 21 As shown in the middle, the two end connecting rod bodies 1701 are respectively provided with a fixing flange 170111 for fixing the protective cover 1703 of the corresponding end. Among them, the fixing flange 170111 is arranged outward along the radial direction of the screw portion 17011. And one end of each protective cover 1703 is sleeved on the corresponding fixing flange 170111 and fixed on the fixing flange 170111 by a threaded fastener. Among them, the threaded fastener can specifically adopt a screw 1706.

[0120] In this way, the protective cover 1703 can be tightly fixed on the connecting rod body 1701. Moreover, the way of fixing the protective cover 1703 by a threaded fastener facilitates the disassembly of the protective cover 1703, so as to rotate the locking nut 1707 inside it. At the same time, the protective cover 1703 can also be easily removed, so as to facilitate the maintenance operation of the screw portion 17011 and the middle rod body 1702 inside it.

[0121] As shown in Figure 23 As a specific embodiment, the protective cover 1703 of the present embodiment is in the form of a cylinder as a whole, and includes a first part 17031 connected with the fixing flange 170111, and a second part 17032 sleeved on the middle rod body 1702 at one end, and the outer diameter of the second part 17032 is greater than that of the first part 17031. In addition, in order to further improve the protection effect, the protective cover 1703 of the present embodiment can be made of metal. In addition, as a further embodiment, as shown in Figure 23 As shown in the middle, the second part 17032 is provided with a sealing groove at one end away from the first part 17031, and a sealing ring is arranged in the sealing groove. In this way, a closed space can be formed between the protective cover 1703 and the connecting rod body 1701 and the middle rod body 1702, so as to protect the connecting part between the connecting rod body 1701 and the middle rod body 1702.

[0122] It should be noted that in addition to the arrangement of the protective cover 1703 and the locking nut 1707, only the protective cover 1703 or only the locking nut 1707 can be arranged.

[0123] In this embodiment, when adjusting the length of the steering tie rod 17, firstly, loosen the screws 1706 securing the protective cover 1703, and then pull the protective cover 1703 onto the middle rod 1702 to expose the locking nut 1707. Next, loosen the locking nut 1707, and then rotate the operating block 17021 on the middle rod 1702 to move the two connecting rods 1701 closer or further apart, thereby adjusting the length of the steering tie rod 17 to increase or decrease steering damping. Thus, the rider can adjust the steering force to a suitable level according to their riding habits, resulting in a better riding experience.

[0124] Based on the above overall description, the front suspension assembly of this embodiment, by adopting the above structure, can provide a larger placement area for the shock absorber 4, thereby better utilizing its shock absorption performance. Furthermore, the front suspension assembly of this embodiment can have high rigidity, which can stably support the front wheel when the vehicle is traveling on bumpy roads or experiencing lateral forces at high speeds, suppressing unnecessary swaying of the front wheel, ensuring vehicle handling stability, and improving riding quality. At the same time, it also allows the rider to adjust the steering force according to their own habits and riding environment, further improving riding comfort and overall vehicle quality.

[0125] In addition, another objective of this utility model is to provide a vehicle, which is a straddle-type vehicle, and the vehicle is equipped with the front suspension assembly as described above.

[0126] The front suspension assembly of this utility model, by adopting the above structure, can improve the vehicle's handling stability and steering sensitivity, and can also provide better riding comfort.

[0127] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A front suspension assembly applied to a straddle-type vehicle, characterized in that: it comprises a front fork support tube (19), a front fork sleeve (1) sleeved on the front fork support tube (19), a double swing arm mechanism connected between the front fork sleeve (1) and a frame of the vehicle, and front fork sleeves (5) connected to the front side of the front fork support tube (19) through a connecting assembly; the double swing arm mechanism comprises oppositely arranged upper swing arms (2) and lower swing arms (3), and a shock absorber (4) arranged between the lower swing arms (3) and the frame; the front fork sleeves (5) are oppositely arranged on the left and right sides, and the top of each of the front fork sleeves (5) is connected to a handlebar (18) of the vehicle through a steering transmission assembly, and the bottom of each of the front fork sleeves (5) is connected to a front wheel. 2.The front suspension assembly according to claim 1, characterized in that: the upper swing arms (2) are arranged side by side on the left and right sides, and a shock absorber arrangement space is defined between the upper swing arms (2), and at least part of the shock absorber (4) is arranged in the shock absorber arrangement space. 3.The front suspension assembly according to claim 2, characterized in that: from the left and right directions of the vehicle, the upper swing arms (2), the lower swing arms (3), the front fork sleeve (1) and the frame form a parallelogram; and / or the connecting point between the shock absorber (4) and the frame is located in front of the rotation axis of the handlebar (18), and the connecting point between the shock absorber (4) and the lower swing arm (3) is arranged close to the front end of the lower swing arm (3). 4.The front suspension assembly according to claim 1, characterized in that: the hinge point between the front end of the upper swing arm (2) and the front fork sleeve (1) is located at the rear of the front fork sleeve (1); and / or from the left and right directions of the vehicle, the front fork sleeve (1) is located in front of the rotation axis of the handlebar (18), and the axis of the front fork sleeve (1) is arranged in parallel with the rotation axis of the handlebar (18). 5.The front suspension assembly according to claim 1, characterized in that: the connecting assembly comprises upper connecting plates (6) and lower connecting plates (16) arranged at intervals, and the upper connecting plates (6) and the lower connecting plates (16) are connected between the front fork sleeves (5) and the front fork support tube (19). 6.The front suspension assembly according to claim 5, characterized in that: each of the front fork sleeves (5) comprises a sleeve body (501), and a caliper bracket (502) connected to the bottom of the sleeve body (501); the upper connecting plates (6) and the lower connecting plates (16) are connected to the sleeve bodies (501), the caliper brackets (502) are connected to the front wheels, and each of the caliper brackets (502) is integrally cast and formed, and each of the caliper brackets (502) is provided with a brake caliper mounting portion. 7.The front suspension assembly according to claim 1, characterized in that: ​ The turning transmission assembly comprises steering knuckles (15) arranged at the top of each front fork sleeve (5) respectively, and steering tie rods (17) connected between each steering knuckle (15) and the handlebar (18), and the length of the steering tie rod (17) is adjustable.

8. The front suspension assembly according to claim 7, characterized in that: Each steering knuckle (15) comprises a base (1502) connected to the top of the corresponding front fork sleeve (5), and a steering arm (1501) located at the front end of the base (1502); Each steering arm (1501) extends upwardly to the rear of the vehicle, and each steering tie rod (17) is connected between the corresponding steering arm (1501) and the handlebar (18).

9. The front suspension assembly according to claim 8, characterized in that: The angle between the extension direction of each steering arm (1501) and the axial direction of the front fork sleeve (5) is between 40° and 50°; and / or, The two bases (1502) are connected by a connecting arm (1503), and the two steering knuckles (15) and the connecting arm (1503) are integrally formed.

10. The front suspension assembly according to claim 7, characterized in that: Each steering tie rod (17) comprises a middle rod body (1702), and connecting rod bodies (1701) arranged at both ends of the middle rod body (1702); Both connecting rod bodies (1701) have screw portions (17011), and protective covers (1703) arranged outside the screw portions (17011); The screw portions (17011) are screwed with the middle rod body (1702), the protective covers (1703) form a cover for at least part of the middle rod body (1702), and the rotation directions of the two screw portions (17011) are opposite.

11. The front suspension assembly according to claim 10, characterized in that: The steering tie rod (17) further comprises locking nuts (1707) arranged at both ends of the screw portions (17011) respectively, both locking nuts (1707) are located in the corresponding protective cover (1703), and can abut against the middle rod body (1702); and / or, Both connecting rod bodies (1701) are provided with fixing flanges (170111) for fixing the corresponding protective cover (1703), and the middle rod body (1702) is provided with an operation block (17021) for receiving the rotation driving force of an external operation tool.

12. A vehicle, characterized in that: The vehicle is a straddle-type vehicle, and is provided with the front suspension assembly according to any one of claims 1 to 11.

Images