Front suspension structure and vehicle

Abstract

The utility model provides a front suspension structure and a vehicle, and belongs to the technical field of vehicles, and the front suspension structure comprises a front fork supporting pipe, a front fork sleeve and a connecting assembly. The front fork supporting pipe is arranged in the front fork sleeve in a penetrating mode and can rotate relative to the front fork sleeve pipe. The two front fork sleeves are located on the front side of the front fork supporting pipe and oppositely arranged left and right, the tops of the two front fork sleeves are connected with the handlebar, and the bottoms of the two front fork sleeves are connected with the front wheel. The connecting assembly is arranged between the front fork supporting pipe and the two front fork sleeves and comprises an upper connecting plate and a lower connecting plate which are arranged in a spaced mode, and the upper connecting plate and the lower connecting plate are connected between the two front fork sleeves and the front fork supporting pipe. The rotation of the front suspension structure and the front fork sleeve can cooperate with the actions of the front fork sleeve and the front wheel, so that the control flexibility of the vehicle can be improved, the front suspension structure has higher rigidity, the stability of the front wheel can be improved, the control stability of the vehicle can be improved, and the riding quality can be improved.

Description

TECHNICAL FIELD

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

[0002] In the design of straddle-type vehicles (such as fuel motorcycles or electric motorcycles), a relatively simple telescopic tube type front fork suspension or similar basic structure is often used. The structural rigidity of such front suspensions is low, and when the vehicle is running on a bumpy road, the front wheel is prone to large up-and-down bouncing due to insufficient suspension rigidity, which causes the vehicle's center of gravity to move frequently and irregularly, making it difficult for the rider to maintain straight-line driving and greatly reducing the vehicle's control stability. At the same time, this unstable driving state also transmits strong vibrations and discomfort to the rider through the handlebars, which can easily cause the rider to become tired and also results in a low riding quality. SUMMARY

[0003] Therefore, the utility model aims at providing a front suspension structure to improve its rigidity and improve the control stability and riding quality of the vehicle.

[0004] To achieve the above-mentioned purpose, the technical scheme of the utility model is as follows:

[0005] A front suspension structure applied to a straddle-type vehicle, comprising:

[0006] a front fork support tube arranged in a front fork sleeve and capable of rotating relative to the front fork sleeve;

[0007] a front fork sleeve located on the front side of the front fork support tube and arranged in two opposite positions, and the top of the two front fork sleeves is connected to a handlebar, and the bottom is connected to a front wheel;

[0008] a connecting assembly arranged between the front fork support tube and the two front fork sleeves and comprising an upper connecting plate and a lower connecting plate arranged at intervals, and the upper connecting plate and the lower connecting plate are both connected between the two front fork sleeves and the front fork support tube.

[0009] Further, each front fork sleeve comprises a sleeve body and a caliper bracket connected to the bottom of the sleeve body.

[0010] The upper connecting plate and the lower connecting plate are both connected to the two sleeve bodies, the caliper bracket is connected to the front wheel, and the caliper bracket is provided with a brake caliper mounting portion.

[0011] Further, each caliper bracket is integrally cast.

[0012] Further, each of the caliper supports comprises a cylinder body and an extension arm arranged on one side of the cylinder body.

[0013] The cylinder body and the corresponding sleeve body are press-fitted together, and the brake caliper mounting portion comprises a caliper mounting hole arranged on the extension arm.

[0014] Further, each of the caliper supports comprises a lug arranged on the front and rear sides of the cylinder body, and a front wheel cover mounting hole is arranged on each of the lugs.

[0015] Further, the top portions of each of the sleeve bodies are respectively provided with a knuckle;

[0016] Each of the front fork sleeves is connected with the handlebar through the knuckle at the top portion of the sleeve body, and each of the knuckles comprises a knuckle base connected with the top portion of the corresponding sleeve body and a steering arm connected with the knuckle base.

[0017] Each of the steering arms extends upwardly and rearwardly of the vehicle and is used to be connected with the handlebar.

[0018] Further, the upper connecting plate is connected between the top portions of the two sleeve bodies, and each of the knuckle bases is located below the upper connecting plate.

[0019] The upper connecting plate is provided with a connecting arm extending to each of the knuckle bases, and each of the connecting arms is connected with the corresponding knuckle base.

[0020] Further, the included angle between the extension direction of the steering arm and the axial direction of the front fork sleeve is between 40° and 50°.

[0021] Further, the axis of the front fork support pipe is located in front of the rotation axis of the handlebar.

[0022] The axis of the front fork support pipe is parallel to the rotation axis of the handlebar.

[0023] Compared with the prior art, the present application has the following advantages:

[0024] The front suspension structure can rotate relative to the front fork sleeve, and when the vehicle turns, the rotation of the front fork sleeve can cooperate with the action of the front fork sleeve and the front wheel, so that the steering process is smoother, and the control flexibility of the vehicle is improved. The two front fork sleeves are arranged opposite to each other, the handlebar is connected to the top portions of the two front fork sleeves, the lower connecting plate is connected between the two front fork sleeves and the front fork support pipe, the front suspension structure has high rigidity, the stability of the front wheel is improved, the control stability of the vehicle is improved, and the riding quality is improved.

[0025] Secondly, by making each front fork sleeve include a sleeve body, and a caliper support connected at the bottom of the sleeve body, and connecting the caliper support with the front wheel, and providing a brake caliper mounting portion on the caliper support, the integration of the brake system and the front suspension structure can be realized, so that the front part of the vehicle is more compact; moreover, connecting the upper and lower connecting plates with the two sleeve bodies can improve the rigidity of the overall structure of the front suspension, so that the caliper braking force can be dispersed to the entire front suspension structure through the upper and lower connecting plates, which can effectively avoid local overload, protect the brake components, and ensure the stability of the suspension structure.

[0026] Integrally casting each caliper support into a complete and continuous overall structure can improve the structural reliability and stability of the caliper support, effectively disperse and transmit external forces during vehicle driving, reduce the risk of deformation and damage of the caliper support, prolong the service life of the caliper support, and thus ensure the reliability of the entire front suspension system.

[0027] Connecting the caliper support to the sleeve body through the barrel by press fitting can provide greater connection strength and tightness, thereby effectively resisting external forces. Moreover, compared with bolt connection or welding, press fitting connection is less likely to cause fatigue damage at the connection site, reducing maintenance frequency, and at the same time, press fitting connection can also improve the assembly efficiency between the barrel and the sleeve body.

[0028] By making each caliper support include ears arranged on the front and rear sides of the barrel, and providing front wheel cover mounting holes on each side ear, the front wheel cover can be connected to both sides of the caliper support, improving the installation reliability of the front wheel cover and further improving the overall rigidity of the front suspension structure.

[0029] Furthermore, by providing a steering knuckle at the top of each sleeve body and connecting each front fork sleeve to the handlebar through the steering knuckle, the steering stiffness and steering stability can be improved. Extending each steering arm upward and rearward of the vehicle can reduce the length of the steering tie rod connected thereto, which helps to improve steering stability.

[0030] Connecting the two steering knuckle bases through the connecting arm can effectively improve the rigidity of the entire steering knuckle assembly, which helps to ensure smooth and accurate steering action, allowing the rider to control the vehicle more sensitively, improving the steering stability of the vehicle and the riding quality.

[0031] In addition, by setting the included angle between the extension direction of the steering arm and the axial direction of the front fork sleeve to be between 40-50 degrees, the length of the steering tie rod can be reduced, the swing angle of the inner ball head of the steering tie rod can be reduced, the service life of the ball head can be increased, and the steering stability can be improved; at the same time, the steering will not be too sensitive to cause the vehicle to be difficult to control, nor will the steering be too slow to affect the handling, and in addition, the force distribution of the front fork sleeve, the steering arm and the related connecting components during steering can be more uniform, and the steering force will not be excessively concentrated on a certain component, thereby reducing the risk of damage to the components due to excessive local stress.

[0032] From the left-right direction of the vehicle, the front fork support pipe is located in front of the handlebar shaft of the vehicle, and the axis of the front fork support pipe is arranged in parallel with the axis of the handlebar shaft, so that the front fork sleeve is in front of the handlebar shaft, and the gravity distribution of the vehicle is more reasonable. When the front wheel encounters bumps or external force interference, the front fork sleeve can more effectively transmit and disperse the force, reduce the direct impact on the handlebar, reduce the risk of shaking or losing control of the vehicle, and help to ensure the riding quality.

[0033] Another purpose of the present application is to provide a vehicle, which is a straddle type vehicle, and the vehicle adopts the front suspension structure as described above.

[0034] The vehicle described in the present application adopts the front suspension structure as described above, which is beneficial to ensure the stability of the vehicle under different driving conditions, can reduce the shaking and swinging of the vehicle, and can improve the overall handling performance and riding quality of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0035] The accompanying drawings, which form a part of the present application, are used to provide a further understanding of the present application, and the schematic embodiments of the present application and their descriptions are used to explain the present application, and do not constitute an improper limitation on the present application. In the drawings:

[0036] Figure 1 The application state diagram of the front suspension structure described in the present application embodiment is shown in the drawings;

[0037] Figure 2 The application state diagram of the front suspension structure described in the present application embodiment is shown in the drawings;

[0038] Figure 3 The schematic diagram of the front suspension structure described in the present application embodiment is shown in the drawings;

[0039] Figure 4 The schematic diagram of the front suspension structure described in the present application embodiment is shown in the drawings;

[0040] Figure 5 The structural schematic diagram of the front fork sleeve described in the present application embodiment is shown in the drawings;

[0041] Figure 6 A structure schematic view of the caliper support according to the embodiment of the present application is shown in the figure;

[0042] Figure 7 A structure schematic view of the caliper support according to the embodiment of the present application is shown in the figure;

[0043] Figure 8 A structure schematic view of the upper connecting plate according to the embodiment of the present application is shown in the figure;

[0044] Figure 9 A structure schematic view of the upper connecting plate according to the embodiment of the present application is shown in the figure;

[0045] Figure 10 A structure schematic view of the lower connecting plate according to the embodiment of the present application is shown in the figure;

[0046] Figure 11 A structure schematic view of the lower connecting plate according to the embodiment of the present application is shown in the figure;

[0047] Figure 12 A structure schematic view of the knuckle according to the embodiment of the present application is shown in the figure;

[0048] Figure 13 A structure schematic view of the knuckle according to the embodiment of the present application is shown in the figure.

[0049] Explanation of reference signs:

[0050] 1, fork sleeve; 2, fork sleeve; 3, upper connecting plate; 4, knuckle; 5, lower connecting plate; 6, steering rod; 7, handlebar; 8, fork support tube;

[0051] 101, sleeve body; 102, caliper support;

[0052] 1021, cylinder; 10211, front wheel shaft mounting hole; 1022, extension arm; 10221, caliper mounting hole; 1023, lug; 10231, front wheel cover mounting hole;

[0053] 301, notch; 302, tab;

[0054] 401, steering arm; 402, knuckle base; 403, connecting arm. DETAILED DESCRIPTION

[0055] 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.

[0056] In the description of the utility model, it is necessary to explain that if the terms indicating the orientation or position relationship such as ''up'', ''down'', ''inside'', ''back'' appear, it is based on the orientation or position relationship shown in the drawing, and it is only for the convenience of describing the utility model and simplifying the description, and therefore it cannot be understood as the limitation of the utility model. In addition, if the terms such as ''first'' and ''second'' appear, they are only used for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0057] In addition, in the description of the utility model, unless otherwise expressly limited, the terms ''installation'', ''connection'', ''connection'', ''connection'' should be broadly understood. For example, it can be fixedly connected, and can also be detachably connected or integrally connected. It can be mechanically connected, and can also be electrically connected. It can be directly connected, and can also be indirectly connected through an intermediate medium. It can be the communication inside two elements. For ordinary skilled persons in the art, the specific meaning of the above terms in the utility model can be understood in combination with the specific circumstances.

[0058] The utility model will be described in detail below with reference to the drawings and in combination with embodiments.

[0059] The traditional front suspension of straddle-type vehicle mostly adopts relatively simple telescopic tube type front fork suspension or similar basic structure, so that the front suspension structure stiffness is low. When the vehicle runs on the bumpy road, due to insufficient suspension stiffness, the front wheel is prone to large amplitude up and down bounce, which causes the vehicle gravity center to move frequently and irregularly, not only seriously affects the rider's control of the vehicle, increases the steering difficulty and the uncertainty of braking response, and even may cause the vehicle to lose control.

[0060] Furthermore, the low stiffness front suspension structure is prone to obvious shaking and swinging when the vehicle runs at high speed, because the suspension cannot provide sufficient support force, so the vehicle is prone to obvious shaking and swinging, which makes the rider difficult to maintain straight driving, greatly reduces the control stability of the vehicle. At the same time, this unstable driving state also transmits strong vibration and discomfort to the rider through the handlebar 7, resulting in poor riding quality.

[0061] Therefore, this embodiment proposes a novel front suspension structure for use in motorcycles, comprising a front fork support tube 8, a front fork sleeve 1, and a connecting assembly. The front fork support tube 8 passes through the front fork sleeve 2 and is rotatable relative to it. Two front fork sleeves 1 are located in front of the front fork support tube 8, arranged opposite each other, with their tops connected to the handlebars 7 and their bottoms connected to the front wheel. The connecting assembly is located between the front fork support tube 8 and the two front fork sleeves 1, and includes an upper connecting plate 3 and a lower connecting plate 5 spaced apart, both connecting the two front fork sleeves 1 and the front fork support tube 8.

[0062] In this embodiment, the front suspension structure allows the front fork support tube 8 to rotate relative to the front fork sleeve 2. When the vehicle turns, the rotation of the front fork sleeve 2 coordinates with the movement of the front fork sleeve 1 and the front wheel, making the steering process smoother and improving the vehicle's handling agility. The two front fork sleeves 1 arranged opposite each other, with their tops connected to the handlebars 7 and their bottoms connected to the front wheel, and the upper connecting plate 3 and lower connecting plate 5 connected between the two front fork sleeves 1 and the front fork support tube 8, give the front suspension structure high rigidity, improving front wheel stability, thereby enhancing vehicle handling stability and improving riding quality.

[0063] Based on the above overview, an exemplary structure of the front suspension structure in this embodiment is provided. Figures 1 to 4 As shown, viewed from the left-right direction of the vehicle, the axis of the fork support tube 8 is located in front of the rotation axis of the handlebar 7, and the axis of the fork support tube 8 is parallel to the rotation axis of the handlebar 7. This arrangement allows the fork support tube 8 to be in front of the handlebar 7's rotation axis, resulting in a more reasonable distribution of the vehicle's center of gravity. When the front wheel encounters bumps or external forces, the fork support tube 8 can more effectively transmit and disperse the force, reducing the direct impact on the handlebar 7, lowering the risk of vehicle swaying or loss of control, and providing the rider with a more stable riding experience, thus improving the riding quality.

[0064] The fork sleeve 2 is connected to the frame via a rocker arm mechanism, which can be based on existing technology and typically includes an upper rocker arm and a lower rocker arm hinged between the fork sleeve 2 and the frame. In this embodiment, the fork sleeve 2 is rotatably mounted on the fork support tube 8 via a bearing. Furthermore, the fork support tube 8 is connected to the upper parts of two specific fork sleeves 1 via a connecting assembly. Moreover, as a preferred embodiment, the fork support tube 8 and the two fork sleeves 1 are arranged in an equilateral triangle when viewed vertically from the vehicle's perspective.

[0065] In this way, the front fork support pipe 82 and the two front fork sleeves 1 form a very stable mechanical support structure, which can better enhance the overall rigidity and stability of the front suspension system, reduce the risk of component deformation, and ensure reliable operation of the vehicle. When the vehicle is driving on bumpy roads or is subjected to lateral forces at high speed, the front suspension structure can stably support the front wheel and inhibit unnecessary shaking of the front wheel, ensuring the stability of the vehicle.

[0066] In addition, as shown in Figure 4 The front fork support pipe 8 of the present embodiment is tapered, and the outer diameter of the front fork support pipe 8 gradually increases from the top down of the vehicle. This structure can enhance the structural strength of the front fork support pipe 8 itself, reduce the risk of deformation and fracture, and ensure the stability of the front suspension system. Moreover, compared with the equal-diameter structure, the tapered front fork support 8 can better withstand bending moments and better resist bending deformation. Correspondingly, the front fork sleeve 2 is also tapered with the outer diameter gradually increasing from the top down of the vehicle, and also has the above-mentioned effect of the front fork support pipe 8.

[0067] Referring to Figures 3 to 5 As a preferred embodiment, each front fork sleeve 1 includes a sleeve body 101 and a caliper bracket 102 connected to the bottom of the sleeve body 101. The upper connecting plate 3 and the lower connecting plate 5 are connected to the two sleeve bodies 101, the caliper bracket 102 is connected to the front wheel, and the caliper bracket 102 is provided with a brake caliper mounting portion. The sleeve body 101 is a circular tube extending in the up-down direction of the vehicle.

[0068] Here, as a preferred implementation, each caliper bracket 102 is integrally cast. By integrally casting the caliper bracket 102, the caliper bracket 102 becomes a complete and continuous whole structure, avoiding stress concentration points and weak links that may be caused by welding, bolt connection and other methods of traditional assembled caliper brackets 102. 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 102, reducing the risk of deformation and damage, prolonging the service life of the caliper bracket 102, and further ensuring the reliability of the entire front suspension system.

[0069] Referring to Figure 6 and Figure 7As shown in FIG. 1, each of the caliper supports 102 comprises a cylinder 1021 and an extension arm 1022 arranged at one side of the cylinder 1021. Moreover, the cylinder 1021 is press-fitted with the sleeve body 101, and the brake caliper mounting portion comprises a caliper mounting hole 10221 arranged on the extension arm 1022. The caliper support 102 of the embodiment is press-fitted with the sleeve body 101 through the cylinder 1021, which can provide greater connection strength and tightness. Thus, during the driving of the vehicle, various impact forces, braking forces, and steering forces from the road can be effectively resisted, and relative displacement or loosening between the caliper support 102 and the sleeve body 101 can be prevented, thereby improving the rigidity of the entire front suspension structure.

[0070] Moreover, compared with some simple bolt connections or welding methods, the press-fitting connection is less likely to cause fatigue damage at the connection site during long-term use, reducing the frequency of maintenance and repair. It can be understood that the caliper support 102 can also be formed by bolt connection or welding by connecting multiple parts together.

[0071] Specifically, referring to Figure 6 As shown in FIG. 1, the bottom of the cylinder 1021 is provided with a front axle mounting hole 10211 extending in the left-right direction of the vehicle. The extension arm 1022 is arranged at the rear side of the cylinder 1021 and extends from the middle of the cylinder 1021 to the lower rear side of the cylinder 1021, and the caliper mounting holes 10221 are arranged at the upper and lower ends of the extension arm 1022. In this way, the rear side space of the cylinder 1021 can be fully utilized, and the arrangement of other components in the front part of the vehicle is facilitated.

[0072] Continuing to refer to Figure 6 and Figure 7 As shown in FIG. 1, each of the caliper supports 102 comprises a lug 1023 arranged at the front and rear sides of the cylinder 1021, and a front wheel cover mounting hole 10231 is arranged on each lug 1023. In this way, the front wheel cover is connected to the front and rear sides of the caliper support 102, which can improve the mounting reliability of the front wheel cover and further improve the overall rigidity of the front suspension structure.

[0073] Among them, the rear lug 1023 is arranged above the extension arm 1022, each lug 1023 is generally inverted L-shaped, the front wheel cover mounting hole 10231 is arranged at the top of each lug 1023, and each front wheel cover mounting hole 10231 extends in the left-right direction of the vehicle. In addition, in order to further improve the use effect, a mounting groove is arranged on one side of each cylinder 1021 facing the outside of the vehicle. Moreover, the mounting groove is a long strip extending along the length direction of the cylinder 1021, and can be used to mount a reflective member.

[0074] Based on the arrangement relationship between the front fork sleeve 1 and the front fork support tube 8, referring toFigures 8 to 12 The upper connecting plate 3 and the lower connecting plate 5 of the present embodiment are both substantially triangular. The upper connecting plate 3 and the lower connecting plate 5 are both rearwardly protruding and connected to the front fork support tube 8. The upper connecting plate 3 is connected to the front fork support tube 8 by screwing, while the lower connecting plate 5 is connected to the front fork support tube 8 by press fitting. In addition, as shown in Figure 8 As shown in

[0075] The upper connecting plate 3 is provided with a through hole and a threaded hole on each side of the cutout 301. The upper connecting plate 3 is fitted on the front fork support tube 1 through the connecting hole, and is screwed in the threaded hole through the bolt passing through the through hole and the cutout 301, thereby connecting the upper connecting plate 3 to the front fork support tube 1. In addition, as a further embodiment, the front end of the upper connecting plate 3 is provided with a frontwardly extending protruding plate 302, and the protruding plate 302 is arranged in pairs on the left and right sides. The protruding plate 302 can be used to mount a vehicle lamp. In addition, in order to improve the structural strength of the upper connecting plate 3, a plurality of reinforcing protrusions are formed on the bottom of the upper connecting plate 3. See Figure 10 and Figure 11 As shown in

[0076] In addition, as shown in Figures 1 to 4 Each of the front fork support tubes 1 is connected to the handlebar 7 through the steering knuckle 4 at the top of the tube body 101. Each of the steering knuckles 4 is connected to the handlebar 7 through a steering drag link 6 having a ball head. The structure of the steering drag link 6 is the same as that of the prior art, and will not be described here. In addition, as a preferred embodiment, each of the steering knuckles 4 includes a steering knuckle base 402 connected to the top of the corresponding tube body 101, and a steering arm 401 connected to the steering knuckle base 402. Each of the steering arms 401 extends upwardly and rearwardly of the vehicle and is used to connect to the handlebar 7.

[0077] By providing the steering knuckle 4 and connecting the steering knuckle base 402 to the top of the tube body 101, it is ensured that the steering force can be reliably transmitted to the front fork support tube 1. When the rider turns the handlebar 7, the steering force is transmitted along the steering arm 401, the steering knuckle base 402 to the front fork support tube 1, driving the front wheel to turn, avoiding the dispersion or delay of the force in the transmission process, and facilitating the steering sensitivity.

[0078] The steering arm 401 extends upwardly and rearwardly of the vehicle and is connected to the handlebar 7, which makes use of the space in the front of the vehicle and avoids interference with other components. As a further embodiment, as shown in Figure 12 and Figure 13As shown in FIG. 1, two knuckle bases 402 are connected by a connecting arm 403, and the two knuckles 4 and the connecting arm 403 are integrally formed.

[0079] In this structure, the two knuckle bases 402 are connected by the connecting arm 403, which greatly improves the rigidity of the entire knuckle 4 assembly and effectively resists external forces from all directions, ensuring smooth and accurate steering and allowing the rider to more sensitively control the vehicle and improve the driving experience. Moreover, the knuckles 4 and the connecting arm 403 are integrally formed, avoiding stress concentration points and weak links that may occur in traditional connection methods such as welding or bolt connection. In addition, the integrally formed structure makes the stress distribution more uniform, reducing the risk of component damage due to long-term stress fatigue, significantly improving the durability of the front suspension system, reducing maintenance frequency, and ensuring long-term stable operation of the vehicle.

[0080] Specifically, as shown in FIG. 1, Figure 2 and Figure 12 each knuckle base 402 is located below the upper connecting plate 3 and extends to the front side, thereby making full use of the front space of the front suspension structure and effectively avoiding interference between the knuckles 4, the upper connecting plate 3, and other components, making the space layout of the front of the vehicle more compact and orderly. Moreover, each knuckle base 402 extends to the front side of the vehicle, which changes the transmission path and angle of the steering force of the traditional knuckle 4 structure, allowing the steering force to more effectively act on the front fork sleeve 1, thereby improving the steering sensitivity and facilitating the improvement of the handling performance of the vehicle.

[0081] In addition, each knuckle base 402 is provided with a mounting hole, a gap communicating with the mounting hole, and a through hole and a threaded hole located on both sides of the gap. Thus, each knuckle base 402 can be connected to the sleeve body 101 by bolts passing through the through hole and the gap and being screwed into the threaded hole. Here, as a preferred embodiment, the included angle a between the extension direction of the steering arm 401 and the axial direction of the front fork sleeve 1 is between 40° and 50°. For example, the included angle a can be set to 40°, 42°, 45°, 47°, 50°, or other values.

[0082] In this embodiment, by setting the included angle between the extension direction of the steering arm 401 and the axial direction of the front fork sleeve 1 to be within the range of 40°-50°, the length of the steering tie rod 6 can be reduced, the swing angle of the ball head in the steering tie rod 6 can be reduced, the service life of the ball head can be increased, and the steering stability can be improved. Moreover, the decomposition and transmission of the steering force are also more reasonable, neither making the steering too sensitive to cause the vehicle to be difficult to control (which may occur if the angle is too small), nor making the steering too slow to affect the handling performance (which may occur if the angle is too large).

[0083] As a further implementation, referring to Figure 13 In the vehicle left-right direction, the thickness of the steering arm 401 gradually decreases in the direction away from the knuckle base 402. Because the end of the steering arm 401 close to the knuckle base 402 usually bears greater steering force and impact force, higher structural strength is required to ensure stability. As it is away from the base, the force is gradually dispersed, and the demand for strength is correspondingly reduced. Therefore, the steering arm 401 is designed to gradually decrease in thickness in the direction away from it, which can better match the material distribution and stress condition, avoid waste of materials, and at the same time ensure that the key stress part has enough strength to resist external force, which is beneficial to improve the carrying capacity of the entire steering arm 401 and ensure the reliable operation of the steering system.

[0084] Moreover, from the appearance, the gradually thickening steering arm 401 presents a smooth and natural line, which is beneficial to improve the overall beauty of the vehicle. At the same time, the thinner end can reduce air resistance when the vehicle is running at high speed, guide the airflow to flow more smoothly around the steering arm 401, and reduce the possibility of turbulence, which is beneficial to improve the riding quality.

[0085] The front suspension structure of the embodiment, by adopting the above structure, when the rider turns the handlebar 7, the steering force can be transmitted to the front fork sleeve 1 through the steering arm 401, the knuckle base 402 and the connecting arm 403, driving the front wheel to turn, avoiding the dispersion or delay of force in the transmission process, and ensuring the steering sensitivity and directness. Moreover, the front fork sleeve 2 and the front fork sleeve 1 are arranged in an equilateral triangle, so that the stress among the three components is balanced. In the steering process, the steering force from the handlebar 7 can be evenly distributed to each component, which can work together to stabilize the steering action, reduce the steering deviation caused by uneven stress, and improve the steering accuracy.

[0086] In addition, the caliper bracket 102 is integrally cast, and the two knuckles 4 and the connecting arm 403 are integrally formed. Integrally forming not only reduces the number of parts and the assembly complexity, but also improves the production efficiency. At the same time, the extension arm 1022 and the lug 1023 on each caliper bracket 102 facilitate the installation of the caliper and the front wheel cover. Moreover, the barrel 1021 of the caliper bracket 102 is connected with the sleeve body 101 by pressing, which ensures the tightness and stability of the connection. At the same time, the caliper bracket 102 at the bottom of the barrel 1021 directly bears the front wheel, and this direct connection reduces the intermediate connecting parts and simplifies the installation process of the front wheel.

[0087] Therefore, the front suspension structure of the embodiment can have high rigidity, which can stably support the front wheel when the vehicle runs on a bumpy road or is subjected to lateral force at high speed, inhibit unnecessary shaking of the front wheel, and ensure the vehicle control stability, while also improving the riding quality.

[0088] In addition, the embodiment further provides a vehicle, which is a straddle type vehicle and adopts the front suspension structure.

[0089] The vehicle of the embodiment is beneficial to guarantee the stability of the vehicle in different driving states, reduce the shaking and swinging of the vehicle, and improve the overall control performance and riding quality of the vehicle by adopting the front suspension structure.

[0090] The above merely provides a preferred embodiment of the utility model, and is not used to limit the utility model, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model should be included in the protection scope of the utility model.

Claims

1. A front suspension structure applied to a straddle-type vehicle, characterized by, The front suspension structure comprises: a front fork support tube (8) arranged in the front fork sleeve (2) and capable of rotating relative to the front fork sleeve (2); a front fork sleeve (1) arranged on the front side of the front fork support tube (8) and arranged in two opposite positions, and the top of the two front fork sleeves (1) is connected with a handlebar (7), and the bottom is connected with a front wheel; a connecting assembly arranged between the front fork support tube (8) and the two front fork sleeves (1), and comprising a spacer arranged upper connecting plate (3) and lower connecting plate (5), and the upper connecting plate (3) and the lower connecting plate (5) are connected between the two front fork sleeves (1) and the front fork support tube (8).

2. The front suspension structure according to claim 1, wherein: each of the front fork sleeves (1) comprises a sleeve body (101), and a caliper bracket (102) connected to the bottom of the sleeve body (101); the upper connecting plate (3) and the lower connecting plate (5) are connected with the two sleeve bodies (101), the caliper bracket (102) is connected with the front wheel, and the caliper bracket (102) is provided with a brake caliper mounting portion.

3. The front suspension structure according to claim 2, wherein: each of the caliper brackets (102) is integrally cast.

4. The front suspension structure according to claim 2, wherein: each of the caliper brackets (102) comprises a cylinder body (1021), and an extension arm (1022) arranged on one side of the cylinder body (1021); the cylinder body (1021) and the corresponding sleeve body (101) are connected by press fitting, and the brake caliper mounting portion comprises a caliper mounting hole (10221) arranged on the extension arm (1022).

5. The front suspension structure according to claim 4, wherein: each of the caliper brackets (102) comprises a lug (1023) arranged on the front and rear sides of the cylinder body (1021), and a front wheel cover mounting hole (10231) is arranged on each side of the lug (1023).

6. The front suspension structure according to claim 2, wherein: the top of each of the sleeve bodies (101) is provided with a steering knuckle (4); each of the front fork sleeves (1) is connected with the handlebar (7) through the steering knuckle (4) at the top thereof, and each of the steering knuckles (4) comprises a steering knuckle base (402) connected to the top of the corresponding sleeve body (101), and a steering arm (401) connected with the steering knuckle base (402); each of the steering arms (401) extends upwardly and rearwardly of the vehicle and is used to connect with the handlebar (7).

7. The front suspension structure according to claim 6, wherein: the two steering knuckle bases (402) are connected through a connecting arm (403), and the two steering knuckles (4) and the connecting arm (403) are integrally formed.

8. The front suspension structure according to claim 6, wherein: An included angle between an extending direction of the steering arm (401) and an axial direction of the front fork sleeve (1) is between 40° and 50°.

9. The front suspension structure according to any one of claims 1 to 8, characterized in that: An axis of the front fork support tube (8) is located in front of an axis of rotation of the handlebar (7) from a left-right direction of the vehicle; The axis of the front fork support tube (8) and the axis of rotation of the handlebar (7) are parallel to each other.

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

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