Front suspension and all-terrain vehicle
By designing a front suspension with a double-layer rocker arm structure and shock absorber components, the problem of vehicle tilt caused by inconsistent front wheel height in all-terrain vehicles was solved, achieving stable driving and improved safety in complex road conditions.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-30
- Publication Date
- 2026-03-13
AI Technical Summary
The front suspension of an all-terrain vehicle cannot be adjusted when the heights of the two front wheels are inconsistent, causing the vehicle to tilt and affecting comfort and safety.
Design a front suspension that includes left and right rocker arm structures and shock absorber assemblies. The rocker arm structure adopts a double-layer structure, with the upper and lower rocker arms connected to the wheel brackets and the vehicle frame. The shock absorbers are connected to the rocker arms via tie rods, which can adjust the height of the front wheels according to road conditions to maintain vehicle balance.
It improves vehicle comfort and safety, ensures vehicle stability, and enhances the vehicle's ability to pass through complex road conditions and the stability of the front wheels when turning.
Smart Images
Figure CN223990123U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vehicle technology, and in particular to a front suspension and an all-terrain vehicle. Background Technology
[0002] An all-terrain vehicle (ATV) is a vehicle capable of traveling on any terrain, moving freely on areas where ordinary vehicles struggle. In China, it's commonly known as a beach buggy. Because its structure is very similar to a motorcycle, it's also sometimes called a "four-wheeled motorcycle." This type of vehicle has multiple uses and is not limited by road conditions, making it widely used in North America and Western Europe, with its ownership showing a year-on-year upward trend.
[0003] The front suspension of an all-terrain vehicle is the connection between the chassis and the front wheels, and it can mitigate the impact transmitted from the front wheels to the vehicle body. However, when the two front wheels are at different heights, the front suspension cannot adjust according to the road conditions, and the vehicle body will tilt, resulting in unsatisfactory comfort and safety. Utility Model Content
[0004] To address the aforementioned problems, one embodiment of this utility model provides a front suspension, comprising:
[0005] The left and right rocker arm structures have their first ends directly or indirectly rotatably connected to the vehicle frame, and are configured to rotate up and down about the rotation axis of their first ends; the second ends of the left and right rocker arm structures are directly or indirectly rotatably connected to the wheel brackets of the left and right front wheels.
[0006] The shock absorber assembly includes a shock absorber and two shock absorber brackets arranged side-by-side, rotatably connected at the middle, and the middle of the two shock absorber brackets is also used for direct or indirect rotatable connection with the vehicle frame; the left end of one shock absorber bracket is directly or indirectly rotatably connected to the left side rocker arm structure, and the right end of the shock absorber bracket is rotatably connected to the first end of the shock absorber; the right end of the other shock absorber bracket is directly or indirectly rotatably connected to the right side rocker arm structure, and the left end of the shock absorber bracket is rotatably connected to the second end of the shock absorber.
[0007] Optionally, the left end of one of the shock-absorbing brackets is rotatably connected to the rocker arm structure on the left side via a left pull rod, and the right end of the other shock-absorbing bracket is rotatably connected to the rocker arm structure on the right side via a right pull rod.
[0008] Optionally, the first end of the left pull rod is rotatably connected to the left end of one of the shock-absorbing brackets, and the second end of the left pull rod is rotatably connected to the rocker arm structure on the left side.
[0009] Optionally, the first end of the right pull rod is rotatably connected to the right end of the other shock-absorbing bracket, and the second end of the right pull rod is rotatably connected to the rocker arm structure on the right side.
[0010] Optionally, the rocker arm structure includes an upper rocker arm and a lower rocker arm that are distributed vertically. The first ends of the upper rocker arm and the lower rocker arm are used to be directly or intermittently rotatably connected to the vehicle frame, and the second ends of the upper rocker arm and the lower rocker arm are used to be directly or indirectly rotatably connected to the wheel bracket of the front wheel.
[0011] Optionally, the two shock-absorbing brackets are respectively connected to the lower rocker arms on the left and right sides.
[0012] Optionally, the upper rocker arm and the lower rocker arm have the same structure, and the lines connecting the first ends of the upper rocker arm and the mounting points of the vehicle frame are parallel to and of equal length to the lines connecting the second ends of the upper rocker arm and the lower rocker arm to the mounting points of the wheel brackets of the front wheel.
[0013] Optional, applicable to vehicles with at least two front wheels arranged on the left and right.
[0014] Another embodiment of this utility model provides an all-terrain vehicle, including a frame, two front wheels arranged on the left and right, and the front suspension described in the above embodiment. The first ends of the two rocker arm structures are directly or indirectly rotatably connected to the frame, and the second ends of the two rocker arm structures are directly or indirectly rotatably connected to the wheel brackets of the two front wheels.
[0015] Optionally, the first end of the rocker arm structure is rotatably connected to the frame shaft, and the rotation axes of the first ends of the left and right rocker arm structures are coaxial and arranged along the left and right direction of the frame; the two shock absorber brackets are rotatably connected to the frame shaft in the middle, and the rotation axes in the middle of the two shock absorber brackets and the rocker arm structure are inclined along the front and rear direction of the frame, and the inclination direction is gradually inclined downward from back to front.
[0016] Compared with the prior art, the present invention has the following technical advantages:
[0017] 1. The front suspension provided by this utility model can be adjusted according to road conditions. Even if the heights of the two front wheels on the left and right sides are not the same, it will not cause the vehicle body to tilt, thereby improving the comfort and safety of the vehicle.
[0018] 2. The front suspension provided by this utility model can coordinate the two front wheels on the left and right sides, so that the two front wheels on the left and right sides are not independently supported on the ground, making the vehicle body more stable.
[0019] 3. This utility model designs the rocker arm structure as a double-layer structure. The upper and lower rocker arms can simultaneously absorb the lateral force from the front wheel. Therefore, the rocker arm structure can be made longer according to actual usage requirements, resulting in a longer vertical travel of the rocker arm structure and a longer extension travel of the shock absorber. This enhances the vehicle's all-terrain capability, allowing it to pass through even more complex road conditions. Moreover, the front suspension is strengthened due to the increased lateral stiffness of the rocker arm structure, reducing forward roll when the front wheel is turning.
[0020] 4. The front suspension provided by this utility model is suitable for vehicles such as four-wheeled motorcycles, go-karts, farm vehicles, ATVs, and golf carts.
[0021] Of course, any product implementing this utility model does not necessarily need to achieve all of the advantages described above at the same time. Attached Figure Description
[0022] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0023] Figure 1 Forward view of the front suspension provided in an embodiment of this utility model Figure 1 ;
[0024] Figure 2 Forward view of the front suspension provided in an embodiment of this utility model Figure 2 ;
[0025] Figure 3 A side view of a front suspension provided in an embodiment of the present utility model;
[0026] Figure 4 This is a side perspective view of a front suspension according to an embodiment of the present invention. Detailed Implementation
[0027] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.
[0028] The terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the utility model described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus. The terms "above" and "over," and any variations thereof, are intended to describe positional relationships and do not imply direct contact between the described objects.
[0029] One embodiment of this utility model provides a front suspension, which is installed at the front end of the vehicle frame and serves as a force transmission device between the front wheels of the vehicle and the vehicle frame.
[0030] Please refer to Figures 1 to 4 The front suspension 1 includes a left rocker arm structure 12, a right rocker arm structure 11, and a shock absorber assembly. The left rocker arm structure 12 and the right rocker arm structure 11 are spaced apart from each other, and the shock absorber assembly is connected between the left rocker arm structure 12 and the right rocker arm structure 11.
[0031] The first ends of both the left rocker arm structure 12 and the right rocker arm structure 11 are used for direct or indirect rotatable connection with the frame 2, and the left rocker arm structure 12 and the right rocker arm structure 11 are configured to rotate up and down about the rotation axis of their first ends. The second ends of the left rocker arm structure 12 and the right rocker arm structure 11 are used for direct or indirect rotatable connection with the wheel brackets of the left front wheel and the right front wheel, respectively.
[0032] The front wheel includes a wheel body and a wheel bracket, with the wheel body rotatably connected to the wheel bracket. The wheel bracket includes a steering knuckle and a wheel hub. The second end of the rocker arm structure can be directly or indirectly rotatably connected to the steering knuckle or the wheel hub; this embodiment does not impose specific limitations on this.
[0033] When the front suspension 1 is installed on the vehicle, the left rocker arm structure 12 is rotatably connected to the frame 2 via its first end, and the right rocker arm structure 11 is also rotatably connected to the frame 2 via its first end. The rotation axis of the first end of the left rocker arm structure 12 is coaxial or parallel to the rotation axis of the first end of the right rocker arm structure 11. Preferably, the rotation axis of the first end of the left rocker arm structure 12 is coaxial with the rotation axis of the first end of the right rocker arm structure 11 and is arranged along the left-right direction of the frame.
[0034] Furthermore, the rotation axis of the first end of the left rocker arm structure 12 and the rotation axis of the first end of the right rocker arm structure 11 are both parallel to the rotation axis of the front wheel (the rotation axis of the front wheel is the rotation axis of the wheel body of the front wheel around the wheel bracket).
[0035] The shock absorber assembly includes a shock absorber 16 and two shock absorber brackets arranged side-by-side, rotatably connected at the middle. Specifically, the two shock absorber brackets are rotatably connected at the middle via a rotatable connection structure, which is also used to directly or indirectly connect to the vehicle frame 2, thereby rotatably connecting the two shock absorber brackets to the vehicle frame 2. The left end of one of the shock absorber brackets A15 (this shock absorber bracket A15 can be located in front of or behind the other shock absorber bracket B17; this embodiment does not impose any restrictions) is directly or indirectly rotatably connected to the left rocker arm structure 12. Specifically, the left end of the shock absorber bracket A15 is directly or indirectly rotatably connected to the middle of the left rocker arm structure 12 (the area between the first and second ends of the left rocker arm structure 12). The right end of the shock absorber bracket A15 is rotatably connected to the first end of the shock absorber 16.
[0036] Another shock absorber bracket B17 has its right end directly or indirectly rotatably connected to the right rocker arm structure 11. Specifically, the right end of the shock absorber bracket B17 is directly or indirectly rotatably connected to the middle part of the right rocker arm structure 11 (the area between the first and second ends of the right rocker arm structure 11). The left end of the shock absorber bracket B17 is rotatably connected to the second end of the shock absorber 16.
[0037] The rotating connection structure may have one or more rotating axes, and this embodiment does not impose a specific limitation on this. As one embodiment, the rotating connection structure has one rotating axis, which is preferably along the front-rear direction of the vehicle (preferably along the direction of the rocker arm structure). The rotating axes of the first ends of the left rocker arm structure 12 and the right rocker arm structure 11 are along the left-right direction of the vehicle, that is, the rotating axes of the first ends of the left rocker arm structure 12 and the right rocker arm structure 11 are perpendicular to the rotating axis of the shock absorber bracket.
[0038] The left and right mentioned in this article correspond to the left and right sides of the vehicle, and the front and rear mentioned in this article correspond to the front and rear of the vehicle.
[0039] In this embodiment, the left front rocker arm structure 12 and the right front rocker arm structure 11 are arranged along the front-rear direction of the vehicle (frame 2).
[0040] The rotating shaft and rocker arm structure in the middle of the shock absorber bracket are arranged in parallel. Furthermore, both the rotating shaft and rocker arm structure in the middle of the shock absorber bracket are inclined along the front-rear direction of the vehicle frame 2, and the inclination direction is gradually downward from back to front. That is, when the vehicle is on a horizontal ground, the rocker arm structure forms an acute angle with the horizontal ground. The purpose is to increase the minimum ground clearance of the vehicle frame 2 (or chassis) (if the vehicle frame 2 integrates a battery pack, the battery pack is generally fixed at the lower end of the vehicle frame 2, then the minimum height here is the ground clearance of the bottom of the battery pack), so as to be suitable for all-terrain roads.
[0041] This embodiment does not impose a specific limitation on the range of this acute angle, which can be set according to actual usage requirements. As one implementation method, the range of this acute angle is 10° to 20°.
[0042] The shock absorber bracket and the corresponding rocker arm structure can be directly or indirectly connected; this embodiment does not impose any specific limitations on this. As one implementation, the shock absorber bracket is indirectly connected to the corresponding rocker arm structure.
[0043] Specifically, the left end of the shock absorber bracket A15 is rotatably connected to the left rocker arm structure 12 via the left tie rod 14, and the right end of the shock absorber bracket B17 is rotatably connected to the right rocker arm structure 11 via the right tie rod 13.
[0044] Furthermore, the first end of the left pull rod 14 is rotatably connected to the left end of the shock absorber bracket A15. The first end of the left pull rod 14 can be rotatably connected to the shock absorber bracket A15 through a rotatable connection structure with one rotating shaft, or it can be rotatably connected to the shock absorber bracket A15 through a rotatable connection structure with multiple rotating shafts.
[0045] The second end of the left pull rod 14 is rotatably connected to the left rocker arm structure 12. The second end of the left pull rod 14 can be rotatably connected to the left rocker arm structure 12 through a rotatable connection structure with one rotation axis, or through a rotatable connection structure with multiple rotation axes.
[0046] The first end of the right tie rod 13 is rotatably connected to the right end of the shock absorber bracket B17. The first end of the right tie rod 13 can be rotatably connected to the shock absorber bracket B17 via a rotatable connection structure with one rotating shaft, or via a rotatable connection structure with multiple rotating shafts.
[0047] The second end of the right pull rod 13 is rotatably connected to the right rocker arm structure 11. The second end of the right pull rod 13 can be rotatably connected to the right rocker arm structure 11 through a rotatable connection structure with one rotation axis, or through a rotatable connection structure with multiple rotation axes.
[0048] The rotary connection structure with one rotating shaft described in this article can be a shaft, pin, or bearing, etc., while the rotary connection structure with multiple rotating shafts can be a universal joint, etc.
[0049] The rocker arm structure can be a single-layer rocker arm, with one end rotatably connected to the wheel bracket of the front wheel and the other end rotatably connected to the frame 2. However, because the front suspension 1 needs to ensure the support strength of the single-layer rocker arm, the length of the single-layer rocker arm is relatively short and its volume is small. This results in a relatively short vertical travel of the single-layer rocker arm and a relatively short extension / retraction travel of the shock absorber, affecting the vehicle's all-terrain capability. In some areas with complex road conditions, the short vertical travel of the front suspension 1 may even prevent the vehicle from passing through at all.
[0050] To solve this technical problem, the rocker arm structure is made into a two-layer or more rocker arm. Considering vehicle stability, it is preferable to make the rocker arm structure into a two-layer rocker arm.
[0051] Specifically, the rocker arm structure includes an upper rocker arm and a lower rocker arm that are distributed vertically. The first ends of the upper rocker arm and the lower rocker arm are used to be directly or indirectly rotatably connected to the frame 2. The second ends of the upper rocker arm and the lower rocker arm are used to be directly or indirectly rotatably connected to the wheel bracket of the front wheel.
[0052] The two shock-absorbing brackets can be connected to the upper rocker arms on the left and right sides, or they can be connected to the lower rocker arms on the left and right sides respectively. This embodiment does not impose any specific restrictions on this.
[0053] In one implementation, the two shock absorber brackets are connected to the lower rocker arms on the left and right sides, respectively. Specifically, the left end of the shock absorber bracket A15 is rotatably connected to the lower rocker arm of the left rocker arm structure 12 via the left pull rod 14, and the right end of the shock absorber bracket B17 is rotatably connected to the lower rocker arm of the right rocker arm structure 11 via the right pull rod 13.
[0054] The upper and lower rocker arms of the rocker arm structure on the same side have the same structure. Furthermore, the lines connecting the first ends of the upper and lower rocker arms of the rocker arm structure on the same side to the mounting points of the frame 2 are parallel to and of equal length to the lines connecting the second ends of the upper and lower rocker arms of the same side to the mounting points of the front wheel's wheel bracket. Therefore, the motion relationship of the rocker arm structure on the same side can form a parallelogram geometric relationship.
[0055] Specifically, the right rocker arm structure 11 includes an upper right rocker arm 111 and a lower right rocker arm 112 distributed vertically. The first ends of both the upper right rocker arm 111 and the lower right rocker arm 112 are rotatably connected to the frame 2. The rotation axes of the first ends of the upper right rocker arm 111 and the lower right rocker arm 112 are parallel. The second ends of the upper right rocker arm 111 and the lower right rocker arm 112 are rotatably connected to the wheel bracket of the right front wheel via a right connector 19. The second ends of both the upper right rocker arm 111 and the lower right rocker arm 112 are rotatably connected to the right connector 19. The rotation axes of the second ends of the upper right rocker arm 111 and the lower right rocker arm 112 relative to the right connector 19 are parallel and parallel to the rotation axes of the first ends of the upper right rocker arm 111 and the lower right rocker arm 112.
[0056] The left rocker arm structure 12 includes an upper left rocker arm 121 and a lower left rocker arm 122 distributed vertically. The first ends of both the upper left rocker arm 121 and the lower left rocker arm 122 are rotatably connected to the frame 2. The rotation axes of the first ends of the upper left rocker arm 121 and the lower left rocker arm 122 are parallel. The second ends of the upper left rocker arm 121 and the lower left rocker arm 122 are rotatably connected to the wheel bracket of the left front wheel through a left connector 18. The second ends of both the upper left rocker arm 121 and the lower left rocker arm 122 are rotatably connected to the left connector 18. The rotation axes of the second ends of the upper left rocker arm 121 and the lower left rocker arm 122 relative to the left connector 18 are parallel and parallel to the rotation axes of the first ends of the upper left rocker arm 121 and the lower left rocker arm 122.
[0057] Furthermore, since the rocker arm structure is inclined along the front-rear direction of the frame 2, and the inclination direction is gradually downward from back to front, the upper rocker arm and the lower rocker arm, which are components of the rocker arm structure, are also inclined along the front-rear direction of the frame 2, and the inclination direction is gradually downward from back to front.
[0058] The connector is also rotatably connected to the wheel bracket axle of the front wheel, and the axis of rotation of the connector relative to the wheel bracket of the front wheel is perpendicular to the axis of rotation of the first end of the upper rocker arm and the lower rocker arm.
[0059] This embodiment employs a double-layered rocker arm structure. Both the upper and lower rocker arms can simultaneously absorb lateral forces from the front wheels. Therefore, the rocker arm structure can be made longer depending on actual usage requirements, resulting in a longer vertical travel of the rocker arm and a longer extension / retraction travel of the shock absorber. This enhances the vehicle's all-terrain capability, allowing it to handle even more complex road conditions. Furthermore, the increased lateral stiffness of the rocker arm structure strengthens the front suspension, reducing forward roll when the front wheels are turning.
[0060] The rotation axis of the first end of the upper rocker arm and the lower rocker arm is also parallel to the rotation axis of the wheel bracket of the front wheel (the rotation axis of the wheel bracket of the front wheel is the rotation axis of the wheel body of the front wheel around the wheel bracket).
[0061] When one front wheel crosses a raised section of road, that wheel is lifted, causing the second end of the rocker arm on the same side as the wheel to rise. The rocker arm then pulls the tie rod on the same side upwards, which in turn pulls the end of the shock absorber bracket on the same side to rotate upwards. The other end of the shock absorber bracket rotates downwards, pushing the shock absorber 16 towards the other shock absorber bracket, thus pressing down on the other front wheel. During this process, the shock absorber 16 is compressed to absorb vibrations, thereby maintaining vehicle balance.
[0062] Taking the left front wheel crossing a raised road surface as an example, when the left front wheel crosses the raised road surface, the left front wheel is lifted, the second end of the left rocker arm structure 12 rises, and the left rocker arm structure 12 pulls the left tie rod 14 upward. The left tie rod 14 then pulls the left end of the shock absorber bracket A15 upward, and the right end of the shock absorber bracket A15 rotates downward, pushing the shock absorber 16 towards the shock absorber bracket B17. The left end of the shock absorber bracket B17 is raised, and the right end pulls down the right tie rod 13, thereby pressing down on the right front wheel. In this process, the shock absorber 16 is compressed to absorb the vibration, thus maintaining the vehicle's balance.
[0063] Taking the right front wheel crossing a raised road surface as an example, when the right front wheel crosses the raised road surface, the right front wheel is lifted, the second end of the right rocker arm structure 11 rises, and the right rocker arm structure 11 pulls the right tie rod 13 upward. The right tie rod 13 then pulls the right end of the shock absorber bracket B17 upward, and the left end of the shock absorber bracket B17 rotates downward, pushing the shock absorber 16 towards the shock absorber bracket A15. The right end of the shock absorber bracket A15 is lifted, and the left end pulls down the left tie rod 54, thereby pressing down the left front wheel. During this process, the shock absorber 16 is compressed to absorb the vibration, thus maintaining the vehicle's balance.
[0064] When the front wheels on both sides simultaneously pass over a raised road surface, both front wheels on both sides are lifted, and the second ends of the left rocker arm structure 12 and the right rocker arm structure 11 are both lifted. The two rocker arm structures simultaneously pull the left tie rod 14 and the right tie rod 13 upward. The left tie rod 14 pulls the left end of the shock absorber bracket A15 upward, and the right tie rod 13 pulls the right end of the shock absorber bracket B17 upward. The right end of the shock absorber bracket A15 rotates counterclockwise downward, and the left end of the shock absorber bracket B17 rotates clockwise downward, thereby compressing the shock absorber 16 to absorb the vibration and thus maintain the vehicle's balance.
[0065] The front suspension 1 provided in this embodiment coordinates the left and right front wheels, so that the left and right front wheels are not independently supported on the ground, making the vehicle body more stable.
[0066] The front suspension 1 provided in this embodiment can be adjusted according to road conditions. Even if the heights of the two front wheels on the left and right sides are not the same, it will not cause the vehicle body to tilt, thereby improving the comfort and safety of the vehicle.
[0067] This utility model does not limit the applicable vehicles for the front suspension 1. As long as the vehicle has at least two front wheels, the front suspension 1 can be used, such as four-wheeled motorcycles, go-karts, farm vehicles, ATVs, golf carts, etc., so that these vehicles can travel on any terrain.
[0068] Another embodiment of this utility model provides an all-terrain vehicle, which includes a frame 2, two front wheels (left and right) and a front suspension 1 as described in the above embodiment, wherein the front suspension 1 is disposed at the front end of the frame 2.
[0069] The first ends of the two left and right rocker arm structures are directly or indirectly rotatably connected to the frame 2, and the second ends of the two left and right rocker arm structures are directly or indirectly rotatably connected to the wheel brackets of the two front wheels.
[0070] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.
Claims
1. A front suspension characterized by, Comprise: Two left and right swing arm structures, the first end of the left and right swing arm structures is used for being directly or indirectly rotationally connected with the frame, the left and right swing arm structures are configured to be able to rotate up and down around the rotation axis of the first end thereof; the second end of the left and right swing arm structures is used for being directly or indirectly rotationally connected with the wheel support of the left and right front wheels; A shock absorber assembly, the shock absorber assembly comprises a shock absorber and two shock absorber supports arranged in parallel from front to back, the two shock absorber supports are rotationally connected at the middle part, and the middle part of the two shock absorber supports is used for being directly or indirectly rotationally connected with the frame; the left end of one of the shock absorber supports is directly or indirectly rotationally connected with the left swing arm structure, and the right end of the shock absorber support is rotationally connected with the first end of the shock absorber; the right end of the other shock absorber support is directly or indirectly rotationally connected with the right swing arm structure, and the left end of the shock absorber support is rotationally connected with the second end of the shock absorber.
2. The front suspension of claim 1, wherein The left end of one of the shock absorber supports is rotationally connected with the left swing arm structure through a left pull rod, and the right end of the other shock absorber support is rotationally connected with the right swing arm structure through a right pull rod.
3. The front suspension of claim 2, wherein The first end of the left pull rod is rotationally connected with the left end of one of the shock absorber supports, and the second end of the left pull rod is rotationally connected with the left swing arm structure.
4. The front suspension of claim 2, wherein The first end of the right pull rod is rotationally connected with the right end of the other shock absorber support, and the second end of the right pull rod is rotationally connected with the right swing arm structure.
5. The front suspension of claim 1, wherein The swing arm structure comprises an upper swing arm and a lower swing arm distributed in an up-down manner, and the first end of the upper swing arm and the lower swing arm is used for being directly or indirectly rotationally connected with the frame, and the second end of the upper swing arm and the lower swing arm is used for being directly or indirectly rotationally connected with the wheel support of the front wheel.
6. The front suspension of claim 5, wherein The two shock absorber supports are connected with the left and right lower swing arms respectively.
7. The front suspension of claim 5, wherein, The upper swing arm and the lower swing arm are of the same structure, and the line connecting the mounting point of the first end of the upper swing arm and the lower swing arm with the frame is parallel to and equal in length to the line connecting the mounting point of the second end of the upper swing arm and the lower swing arm with the wheel support of the front wheel.
8. The front suspension of claim 1, wherein It is suitable for a vehicle with at least two front wheels arranged left and right.
9. An all-terrain vehicle characterized by, It comprises a frame, two front wheels arranged left and right, and a front suspension as claimed in any one of claims 1 to 8, the first end of the left and right swing arm structures is directly or indirectly rotationally connected with the frame respectively, and the second end of the left and right swing arm structures is directly or indirectly rotationally connected with the wheel support of the left and right front wheels respectively.
10. The all-terrain vehicle of claim 9, characterized in that, The first end of the swing arm structure is rotationally connected with the frame shaft, and the rotation axis of the first end of the left and right swing arm structures is coaxial and arranged along the left and right direction of the frame; the middle part of the two shock absorber supports is rotationally connected with the frame shaft, and the rotation axis of the middle part of the two shock absorber supports and the swing arm structure is obliquely arranged along the front and back direction of the frame, and the oblique direction is gradually inclined downward from back to front.