Front overhang rocker arm mechanism and vehicle

Abstract

The utility model provides a front overhang rocker arm mechanism and a vehicle, belongs to the technical field of vehicle accessories, the front overhang rocker arm mechanism is applied to a straddle type vehicle, and comprises a front fork sleeve sleeved on a front fork support tube, an upper rocker arm and a lower rocker arm which are connected between the front fork sleeve and a frame of the vehicle, and a shock absorber arranged between the frame and the lower rocker arm. Wherein the two upper rocker arms are arranged side by side in the left-right direction, a shock absorber arrangement space is defined between the two upper rocker arms, and at least part of the shock absorber is located in the shock absorber arrangement space. According to the front overhang rocker arm mechanism, the upper rocker arm is designed to be of a left-right side-by-side double-arm structure, the shock absorber arrangement space is formed between the upper rocker arm and the upper rocker arm, a redundant front fork sleeve area in traditional design can be utilized, the shock absorber arrangement space is increased, and the shock absorber can give full play to the shock absorption performance of the shock absorber; therefore, the operation stability of the vehicle can be improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle accessory technical field, especially a front suspension swing arm mechanism, and the utility model relates to a vehicle provided with the front suspension swing arm mechanism. BACKGROUND

[0002] In the design of straddle-type vehicles (such as various types of motorcycles), shock absorbers, as core components of the suspension system, directly affect the driving stability, maneuverability and ride comfort of the vehicle. Traditional shock absorbers mostly adopt rear single-cylinder or double-cylinder layout, which is limited by the space compression of the frame structure, power assembly (such as motor, battery pack) and transmission system, and the installation position often needs to compromise the compactness requirement of the whole vehicle.

[0003] In the prior art, in order to alleviate the space contradiction, some schemes shorten the stroke or reduce the cylinder diameter of the shock absorber to adapt to the narrow space, but this leads to a decrease in damping performance, making it difficult to cope with impact loads in complex road conditions, aggravating the transmission of vehicle body vibration, and reducing the riding comfort and service life of parts. Another design is to make the frame structure special-shaped to create space for the shock absorber, but such structure often increases the manufacturing complexity and material cost, and may weaken the rigidity of the vehicle body, causing safety risks. SUMMARY

[0004] Therefore, the utility model aims at providing a front suspension swing arm mechanism which can increase the layout space of the shock absorber and improve the steering stability of the vehicle.

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

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

[0007] The upper swing arm is arranged in parallel on the left and right sides, and a shock absorber arrangement space is defined between the two upper swing arms, and at least part of the shock absorber is located in the shock absorber arrangement space.

[0008] Further, from the left and right directions of the vehicle, the upper swing arm, the lower swing arm, the front fork sleeve and the frame form a parallelogram.

[0009] Further, the connecting point between the shock absorber and the frame is located on the front side of the handlebar shaft of the vehicle, 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.

[0010] Further, the lower rocker arm comprises two main arms arranged oppositely left and right, and a cross arm connected between rear ends of the two main arms.

[0011] The two main arms are respectively hingedly connected with lower ends of the front fork sleeve, and a lower end of the shock absorber is connected between front portions of the two main arms.

[0012] Further, each of the main arms is provided with a connecting barrel protruding to one side of the shock absorber, and an installation space is formed between the two connecting barrels.

[0013] The lower end of the shock absorber is located in the installation space and connected with the two connecting barrels through a connecting assembly.

[0014] Further, front ends of the two main arms are connected with a rear portion of the front fork sleeve, and front portions of the two main arms together with the shock absorber form a wrapping of the rear portion of the front fork sleeve.

[0015] Further, a hinging point between the front end of the upper rocker arm and the front fork sleeve is located at a rear portion of the front fork sleeve.

[0016] Further, an upper end of the front fork sleeve is provided with connecting shafts respectively outwardly extending to left and right sides of the vehicle, and the upper rocker arms are respectively connected with the connecting shafts on the corresponding sides, and the axes of the connecting shafts are located at rear sides of an axis of the front fork sleeve.

[0017] Further, from left and right directions of the vehicle, the front fork sleeve is located in front of a handlebar rotating shaft of the vehicle, and the axis of the front fork sleeve is arranged in parallel with an axis of the handlebar rotating shaft.

[0018] Compared with the prior art, the utility model has the following advantages:

[0019] The front suspension rocker arm mechanism has the advantages that: the upper rocker arm is designed as a double-arm structure arranged left and right in parallel, a shock absorber arrangement space is formed between the two, the arrangement space of the shock absorber is increased by utilizing the redundant front fork sleeve area in the traditional design, the shock absorber can fully play its shock-absorbing performance, and therefore the steering stability of the vehicle can be improved.

[0020] In addition, from left and right directions of the vehicle, the upper rocker arm, the lower rocker arm, the front fork sleeve and the frame are connected to form a parallelogram, the parallelogram can always ensure that the opposite sides are parallel during deformation, the front suspension system can better control the movement track of the vehicle wheel, the over-inclination, over-extrusion, toe-in or toe-out changes of the vehicle wheel can be effectively avoided, and the torsion resistance and bending resistance of the frame in the front area can be strengthened.

[0021] By locating the connecting point between the shock absorber and the frame on the front side of the handlebar rotating shaft of the vehicle, when the front suspension of the vehicle encounters an impact, the forward impact force applied to the handlebar by the hands of the rider can be counteracted with the force transmitted to the frame during the compression of the front shock absorber, thereby effectively reducing the direct transmission of the shock to the hands of the rider, improving the riding comfort, and effectively avoiding damage to the frame and handlebar caused by impact shock, thereby prolonging the service life of the vehicle. By locating the connecting point between the shock absorber and the lower rocker arm near the front end of the lower rocker arm, the shock absorber can respond more quickly to bumps and impacts from the road surface, quickly absorb shock energy, prevent shock waves from spreading to other parts of the frame and body, and improve the driving experience.

[0022] By arranging the two main arms of the lower rocker arm opposite to each other and connecting them to the rear end of the cross arm, a structure with good structural strength can be formed, which can effectively resist external force impact from different directions when the vehicle faces various complex working conditions, prevent excessive deformation of the lower rocker arm, and ensure that the front wheel always maintains good positioning, thereby improving the control stability of the vehicle.

[0023] Secondly, by providing a connecting cylinder on each main arm and forming an installation space between the two connecting cylinders, and locating the lower end of the shock absorber in the installation space, an installation area can be provided for the lower end of the shock absorber, so that the shock absorber can be closely fitted in the installation space, thereby effectively preventing displacement, shaking and other unstable phenomena of the shock absorber caused by vibration or external force impact during vehicle operation. By connecting the shock absorber to the two connecting cylinders through the connecting assembly, the various forces such as tension and pressure generated during the operation of the shock absorber can be more evenly distributed, which can effectively prevent stress concentration at the connecting part, thereby improving the reliability and durability of the connection, reducing the risk of shock failure caused by loose or damaged connection.

[0024] By forming a package of the rear part of the front fork sleeve with the front part of the main arm and the shock absorber, the originally inefficiently used space in this area can be utilized, and additional occupation of too much vehicle body space can be avoided, so that the front structure of the vehicle is more compact and regular, and the space utilization rate can be improved. At the same time, better support can be provided for the rear part of the front fork sleeve to reduce the possibility of deformation under stress, ensuring stable operation of the front suspension system.

[0025] Furthermore, by locating the hinge point between the front end of the upper rocker arm and the front fork sleeve at the rear part of the sleeve, the connection position of the upper rocker arm and the front fork sleeve is moved backward, providing more space for the shock absorber. At the same time, the possibility of interference between the upper rocker arm and the shock absorber can be reduced, thereby further increasing the available space for the shock absorber.

[0026] The connecting structure is more intuitive and simple compared with the embedded or hidden connecting mode, the installation operation is facilitated in the vehicle manufacturing process, the assembly difficulty is reduced, and the production efficiency is improved.

[0027] In addition, the front fork sleeve is located in front of the handlebar rotating shaft of the vehicle, and the axis of the front fork sleeve is parallel to the axis of the handlebar rotating shaft, so that the front fork sleeve is in front of the handlebar rotating shaft, the gravity center distribution of the vehicle is more reasonable, the front fork sleeve can effectively transmit and disperse force when the front wheel meets bumps or external force interference, the direct influence on the handlebar is reduced, the risk of shaking or losing control of the vehicle is reduced, and the rider can feel more stable riding experience.

[0028] Another purpose of the utility model is to provide a vehicle, the vehicle is straddle type vehicle, and the vehicle is provided with the front suspension swing arm mechanism as described above.

[0029] The vehicle has a larger arrangement space for the shock absorber, the characteristics of the shock absorber can be fully played, vibration can be effectively buffered, the impact on the rider is reduced, and the driving comfort is improved. BRIEF DESCRIPTION OF DRAWINGS

[0030] The drawings that form a part of the utility model are used to provide further understanding of the utility model, the illustrative embodiment of the utility model and the explanation thereof are used to explain the utility model, and do not constitute undue limitation on the utility model.In the drawings,

[0031] Figure 1 The structure schematic view of the front suspension swing arm mechanism is described in the utility model embodiment;

[0032] Figure 2 The structure schematic view of the front suspension swing arm mechanism in another view is described in the utility model embodiment;

[0033] Figure 3 The application state diagram of the front suspension swing arm mechanism is described in the utility model embodiment;

[0034] Figure 4 The cooperation schematic view between the lower swing arm and the front fork sleeve is described in the utility model embodiment;

[0035] Figure 5 The assembly state diagram between the lower swing arm and the front fork sleeve is described in the utility model embodiment;

[0036] Figure 6 The cooperation schematic view between the lower swing arm and the front fork sleeve is described in the utility model embodiment; Figure 5A-A line of the cross-sectional view of the middle;

[0037] Figure 7 A structure schematic view of the front fork sleeve is described in the embodiment of the utility model;

[0038] Figure 8 A structure schematic view of the front fork sleeve is described in the embodiment of the utility model under another visual angle;

[0039] Figure 9 A structure schematic view of the lower rocker arm is described in the embodiment of the utility model;

[0040] Figure 10 A structure schematic view of the lower rocker arm is described in the embodiment of the utility model under another visual angle;

[0041] Figure 11 A Figure 10 B-B line of the cross-sectional view of the middle;

[0042] Mark explanation:

[0043] 1, the front fork sleeve; 2, the upper rocker arm; 3, the lower rocker arm; 4, the shock absorber; 5, the front fork sleeve; 6, the connecting plate; 7, the handlebar pivot; 8, the first bearing; 9, the second bearing; 10, the dust cover; 11, the bushing; 12, the connecting sleeve; 13, the bolt; 14, the nut;

[0044] 101, the connecting shaft; 102, the connecting sleeve;

[0045] 301, the main arm; 302, the cross arm; 303, the connecting cylinder; 3031, the through hole; 3032, the clamping groove; 304, the reinforcing plate; 305, the reinforcing rod. Specific implementation

[0046] It should be noted that the embodiments in the utility model and the features in the embodiments can be combined with each other without conflict.

[0047] In the description of the utility model, it should be noted that if the terms such as "up", "down", "inner", "back" and the like indicating orientation or positional relationship appear, it is based on the orientation or positional relationship shown in the drawing, and is only for the convenience of describing the utility model and simplifying the description, and therefore cannot be understood as limiting the utility model. The device or element must have a specific orientation, a specific orientation and operation, so it cannot be understood as a limitation on the utility model. In addition, if the terms such as "first", "second" appear, they are also used for description purposes only, and cannot be understood as indicating or implying relative importance.

[0048] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in light of the specific circumstances.

[0049] The present invention will now be described in detail with reference to the accompanying drawings and embodiments. Example 1

[0050] Currently, in the design of motorcycles and other cross-mounted vehicles, there is often a problem of insufficient space for shock absorber placement. To alleviate the space conflict, some solutions adopt the method of shortening the shock absorber stroke or reducing the cylinder diameter to adapt to the narrow space. However, this leads to a decrease in damping performance, making it difficult to cope with the impact load of complex road conditions, which will aggravate the transmission of vibration of the vehicle body, reduce riding comfort and the life of components.

[0051] Therefore, this embodiment proposes a novel front suspension rocker arm mechanism for use in motorcycles. It includes a front fork sleeve 1 mounted on a front fork support tube, an upper rocker arm 2 and a lower rocker arm 3 connecting the front fork sleeve 1 and the vehicle frame, and a shock absorber 4 disposed between the frame and the lower rocker arm 3. The upper rocker arms 2 are two arranged side-by-side, defining a space for the shock absorber between the two upper rocker arms 2, with at least a portion of the shock absorber 4 located within this space.

[0052] In this embodiment, the front suspension rocker arm mechanism is designed as a double-arm structure with the upper rocker arm 2 arranged side by side, and a shock absorber arrangement space is formed between the two. This can utilize the area of ​​the redundant front fork sleeve 1 in the traditional design, thereby increasing the arrangement space of the shock absorber 4, which is conducive to the shock absorber 4 fully exerting its shock absorption performance, thereby improving the vehicle's handling stability.

[0053] Based on the above overview, an exemplary structure of the front suspension rocker arm mechanism in this embodiment is described below. Figures 1 to 3 As shown, similar to existing structures, the fork sleeve 1 is rotatable relative to the fork support tube, which is connected to two fork sleeves 5 arranged side-by-side via two connecting plates 6 located at its upper and lower ends. Both fork sleeves 5 are located in front of the fork support tube and connected to the wheel. As a preferred embodiment, as... Figure 3 As shown, viewed from the left-right direction of the vehicle, the upper rocker arm 2, the lower rocker arm 3, the front fork sleeve 1, and the frame are connected to form a parallelogram. That is, the lengths between the two ends of the upper rocker arm 2 and the lower rocker arm 3 are equal, and they are parallel to each other.

[0054] By connecting the upper rocker arm 2, lower rocker arm 3, and front fork sleeve 1 to the frame to form a parallelogram, the parallelogram's characteristics ensure that opposite sides remain parallel during deformation. This allows the front suspension system to better control the wheel's trajectory, effectively preventing excessive camber, toe-in, or toe-out changes. Consequently, it 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 provides a stable local support structure between the front suspension and the frame, enhancing the frame's torsional and bending resistance in the front region.

[0055] As a further implementation method, such as Figure 3 As shown, viewed from the left-right direction of the vehicle, the fork sleeve 1 is located in front of the handlebar axle 7, and the axis of the fork sleeve 1 is parallel to the axis of the handlebar axle 7. 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 handlebars and lowering the risk of the vehicle swaying or losing control, allowing the rider to experience a more stable riding experience.

[0056] In addition, such as Figure 3 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.

[0057] In addition, such as Figure 3 As shown, the connection point between the shock absorber 4 and the frame is located on the front side 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. Simultaneously, the connection point between the shock absorber 4 and the frame is located on the front side 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 on the front side 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 handlebars 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 avoids damage to the frame and handlebars caused by impact vibrations, thus extending the vehicle's lifespan.

[0058] By placing the connection point between the shock absorber 4 and the lower swingarm 3 close to the front end of the lower swingarm 3, the shock absorber 4 can respond more quickly and directly to bumps and impacts from the road surface. When there are potholes or bumps on the road, the shock absorber 4 can quickly absorb the vibration energy and prevent the vibration waves from spreading to the frame and other parts of the vehicle, providing the rider with a smoother and more comfortable riding experience.

[0059] Continue to refer to Figure 3 As shown in the diagram, in a preferred embodiment, the shock absorber 4 is arranged generally along the vertical direction of the vehicle. This arrangement ensures that the working direction of the shock absorber 4 is consistent with the direction of the vertical impact force from the road surface that the vehicle mainly experiences during operation. When the vehicle encounters uneven road surfaces such as potholes or bumps, the vertical impact force can be directly transmitted to the shock absorber 4. The shock absorber 4 can quickly exert its damping effect, efficiently absorbing and converting the vibration energy, minimizing the transmission of vibration to the vehicle body, providing the rider with a smooth and comfortable riding experience, and avoiding physical discomfort, fatigue, or even impaired handling due to excessive vibration. The structure of the shock absorber 4 can refer to existing structures and will not be described in detail here.

[0060] Specifically, combined Figures 1 to 3 In the overall design, viewed from the left-right direction of the vehicle, the upper rocker arm 2 and the lower rocker arm 3 are inclined upwards from front to back. The upper rocker arm 2 is a long, rod-like structure with first connecting holes at both ends for connection to the front fork sleeve 1 and the frame. To facilitate the connection between the upper rocker arm 2 and the front fork sleeve 1, as follows... Figures 4 to 7 As shown, the upper end of the front fork sleeve 1 is provided with connecting shafts 101 extending outward to the left and right sides of the vehicle respectively. The upper rocker arms 2 on both sides are connected to the connecting shafts 101 on the corresponding sides respectively, and the axis of the connecting shafts 101 is located behind the axis of the front fork sleeve 1.

[0061] More specifically, each connecting shaft 101 is provided with a threaded hole. The first connecting hole at the front end of the upper rocker arm 2 is rotatably mounted on the connecting shaft 101 via a bearing and is screwed to the connecting shaft 101 by bolts 13. In this embodiment, by providing an outwardly extending connecting shaft 101, the space around the upper end of the fork sleeve 1 can be fully utilized. Moreover, compared to the connection method of embedding or hiding the upper rocker arm 2, this connection structure is simpler, facilitates installation during vehicle manufacturing, reduces assembly difficulty, and improves production efficiency. Specifically, in practice, preferably, the distance between the two upper rocker arms 2 in the vehicle width direction is greater than 115mm to provide sufficient space for the shock absorber 4.

[0062] As a preferred embodiment, such as Figures 9 to 11As shown, the lower rocker arm 3 of this embodiment includes two main arms 301 arranged opposite each other, and a cross arm 302 connected between the rear ends of the two main arms 301. Furthermore, the two main arms 301 are respectively hinged to the lower end of the fork sleeve 1, and the lower end of the shock absorber 4 is connected between the front parts of the two main arms 301.

[0063] In this embodiment, the lower rocker arm 3 employs a structure with two main arms 301 arranged opposite each other and connected to the rear cross arm 302. This structure provides good structural strength, allowing the lower rocker arm 3 to effectively resist impacts from different directions when the vehicle faces various complex operating conditions. This prevents excessive deformation of the lower rocker arm 3, ensuring the front wheels maintain good positioning and thus improving the overall vehicle handling stability. Furthermore, by connecting the lower end of the shock absorber 4 between the front parts of the two main arms 301, the shock absorber 4 can receive accurate road impact signals at its foremost point, facilitating rapid buffering and maximizing its shock absorption performance. This ensures vehicle stability and improves ride comfort.

[0064] Furthermore, such as Figure 9 and Figure 10 As shown, along the direction of the entire vehicle from front to back, the distance between the two main arms 301 gradually increases, forming a triangular structure with the lower rocker arm 3 and the front fork sleeve 1. This utilizes the good stability of a triangle to improve the structural strength and reliability of the entire vehicle. Simultaneously, the stability of the triangular structure helps maintain the correct posture and position of the front fork sleeve 1 during steering, reducing steering deviation caused by deformation or swaying of the lower rocker arm 3. Furthermore, the gradually increasing distance between the two main arms 301 provides greater movement space for the suspension system, allowing the lower rocker arm 3 to move more smoothly up and down, reducing interference with other components.

[0065] At this time, in order to facilitate the connection between the lower rocker arm 3 and the shock absorber 4, combined with Figure 2 and Figures 9 to 11 As shown, each main boom 301 is provided with a connecting cylinder 303 protruding towards the shock absorber 4, forming an installation space between the two connecting cylinders 303. Furthermore, the lower end of the shock absorber 4 is located within the installation space and is connected to the two connecting cylinders 303 via a connecting assembly. This arrangement, by creating a dedicated installation space between the two connecting cylinders 303, facilitates the shock absorber 4 fitting snugly within the installation space, effectively preventing instability such as displacement and swaying caused by vibration or external impact during vehicle operation.

[0066] Meanwhile, by connecting the shock absorber 4 to the two connecting cylinders 303 through the connecting components, the structural stability can be improved. Compared with the single-point connection method, this connection method can more evenly distribute the various forces such as tension and pressure generated when the shock absorber 4 is working, effectively prevent stress concentration at the connection point, improve the reliability and durability of the connection, and reduce the risk of shock absorber failure due to loose or damaged connection.

[0067] Specifically, such as Figure 11 As shown, through holes 3031 and second connecting holes communicating with the through holes 3031 are formed on the two connecting cylinders 303 respectively. The connecting assembly includes a bolt 13 and a nut disposed in the second connecting hole of the left connecting cylinder 303. Thus, the connection between the shock absorber 4 and the two main arms 301 can be achieved by the bolt 13 passing through the right connecting cylinder 303 and the shock absorber 4 and then screwing it with the nut. In addition, to improve the overall aesthetics, such as Figure 1 and Figure 2 As shown, each connecting cylinder 303 has a slot 3032 at the end of the through hole 3031, and a plug that is snapped into the corresponding side slot 3032.

[0068] In addition, combined Figure 3 and Figure 4 As shown, the front ends of the two main arms 301 are connected to the rear of the fork sleeve 1, and the front parts of the two main arms 301, together with the shock absorber 4, form a wrap around the rear of the fork sleeve 1. In this embodiment, by using the wrap-around design of the main arms 301 and the shock absorber 4 around the rear of the fork sleeve 1, the space in this area that might otherwise be idle or underutilized can be fully utilized. In cases where the front space of a motorcycle is relatively compact, this layout achieves a tight integration between components while avoiding excessive additional space occupation, making the front structure of the vehicle more compact and regular, which is conducive to the integrated and miniaturized design of the whole vehicle and improves space utilization.

[0069] Furthermore, when the rear of the front fork sleeve 1 is under stress, it can benefit from the additional assistance of the main boom 301 and the shock absorber 4, which helps to improve the impact resistance of the entire front suspension system and makes the vehicle drive more smoothly in complex road conditions. This improves the vehicle's handling stability.

[0070] As a preferred embodiment, such as Figure 6 and Figure 7As 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.

[0071] Furthermore, such as Figure 3 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 room for movement for the components of the suspension system, allowing components such as the shock absorber 4 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.

[0072] In addition, such as Figure 9 and Figure 10 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.

[0073] 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 reinforcing rod 305 can prevent relative displacement between the two reinforcing plates 304, thereby improving the vehicle's handling stability.

[0074] The front suspension rocker arm mechanism of this embodiment, by adopting the above structure, can better avoid spatial obstructions that may be caused by the front end of the front fork sleeve 1 and other surrounding components, providing a larger placement area for the shock absorber 4. Compared with the traditional connection method, this structure allows for more flexible selection of the installation position of the shock absorber 4 at the front of the vehicle, with more space available for placement, and can better exert its shock absorption performance. Moreover, when the rider turns the handlebars to perform steering operations, the force can be smoothly transmitted to the front wheel through the parallel front fork sleeve 1, enabling the front wheel to accurately and quickly follow the handlebar commands to make steering movements, which can effectively improve the accuracy and response speed of vehicle handling, thereby improving the vehicle's handling stability. Example 2

[0075] Furthermore, this embodiment proposes a vehicle, which is a straddle-type vehicle, and the vehicle is equipped with a front suspension rocker arm mechanism as described in Embodiment 1.

[0076] In this embodiment, the vehicle is equipped with a front suspension rocker arm mechanism as described in Embodiment 1, which allows the shock absorber 4 to have a large arrangement space, fully utilize its characteristics, effectively buffer vibrations, reduce rider impact, and improve riding comfort.

[0077] 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 swing arm mechanism applied to a straddle type vehicle, characterized in that: a front fork sleeve (1) is sleeved on a front fork support tube; an upper swing arm (2) and a lower swing arm (3) are connected between the front fork sleeve (1) and a frame of the vehicle; and a shock absorber (4) is arranged between the frame and the lower swing arm (3); the upper swing arm (2) is arranged in two parallel left and right 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.

2. The front suspension swing arm mechanism according to claim 1, characterized in that: from the left and right directions of the vehicle, the upper swing arm (2), the lower swing arm (3), and the front fork sleeve (1) and the frame form a parallelogram.

3. The front suspension swing arm mechanism according to claim 1, characterized in that: a connecting point between the shock absorber (4) and the frame is located on the front side of a handlebar rotating shaft (7) of the vehicle, and a 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 swing arm mechanism according to claim 3, characterized in that: the lower swing arm (3) comprises two main arms (301) arranged in opposite left and right directions, and a cross arm (302) connected between the rear ends of the two main arms (301); the two main arms (301) are respectively hingedly connected to the lower ends of the front fork sleeve (1), and the lower end of the shock absorber (4) is connected between the front parts of the two main arms (301).

5. The front suspension swing arm mechanism according to claim 4, characterized in that: each of the main arms (301) is provided with a connecting cylinder (303) protruding to the side of the shock absorber (4), and an installation space is formed between the two connecting cylinders (303); the lower end of the shock absorber (4) is arranged in the installation space, and is connected with the two connecting cylinders (303) through a connecting assembly.

6. The front suspension swing arm mechanism according to claim 4, characterized in that: 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).

7. The front suspension swing arm mechanism according to claim 1, characterized in that: the hinging point between the front end of the upper swing arm (2) and the front fork sleeve (1) is located on the rear part of the front fork sleeve (1).

8. The front suspension swing arm mechanism according to claim 7, characterized in that: the upper end of the front fork sleeve (1) is provided with a connecting shaft (101) respectively extending to the left and right sides of the vehicle, the two upper swing arms (2) are respectively connected to the corresponding connecting shaft (101), and the axis of the connecting shaft (101) is located on the rear side of the axis of the front fork sleeve (1).

9. The front suspension swing arm mechanism according to any one of claims 1 to 8, characterized in that: ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The front fork sleeve (1) is located in front of a handlebar pivot shaft (7) of the vehicle in terms of the left-right direction of the vehicle, and an axis of the front fork sleeve (1) is arranged in parallel with an axis of the handlebar pivot shaft (7).

10. A vehicle, characterized by: The vehicle is a straddle-type vehicle, and the vehicle is provided with the front suspension swing arm mechanism according to any one of claims 1 to 9.

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