A full vector angle unit using rotating kingpin

Abstract

The present invention relates to the technical field of wire-controlled chassis platforms, and discloses a full-vector angle unit using a rotating kingpin, comprising a suspension mechanism, a steering mechanism and a wheel hub, wherein the steering mechanism comprises: a steering knuckle connected to the wheel hub; a worm gear reducer is longitudinally arranged in the steering knuckle, an output shaft of the worm gear reducer has two output ends, and first bevel gears are arranged at both ends of the output shaft; a kingpin is rotationally connected in the steering knuckle, two second bevel gears meshing with the two first bevel gears are respectively arranged at both ends of the kingpin, both ends of the kingpin pass through the steering knuckle, and the two passing ends of the kingpin are hinged with hinges hinged to the suspension mechanism; a steering motor is connected to the steering knuckle, and a rotating shaft of the steering motor is connected to an input shaft of the worm gear reducer; the steering mechanism of the full-vector angle unit can output steering force in both directions, and has a self-locking function, so that the position of the steering force is maintained without the need for a steering motor, thereby ensuring the stability and safety of a high-speed vehicle.

Description

Technical Field

[0001] The invention relates to the technical field of electric wheel structures, and in particular to a full vector angle unit using a rotating kingpin. Background Art

[0002] At present, the global urban transportation is developing rapidly, accompanied by an increase in demand for new urban transportation tools. Whether it is public or personal, carrying people or goods, manual or intelligent, the new vehicles in demand require brand-new technologies to achieve the goals people expect. The birth of omnidirectional vehicle suspension is based on innovative thinking about brand-new urban vehicles.

[0003] In the existing technology, the full vector control chassis structure mostly uses a planetary reducer as the reducer of the steering mechanism. However, the steering force of this steering mechanism using a planetary reducer can only be output in one direction and does not have a self-locking function, so that the position of the steering mechanism is maintained by the steering motor. The motor maintenance method will have high-frequency jitter during vehicle driving and emergency braking, which will affect the stability and safety of high-speed driving vehicles. Summary of the invention

[0004] The present invention proposes a full-vector angle unit using a rotating kingpin to solve the deficiencies in the above-mentioned prior art. The steering mechanism of the full-vector angle unit using a rotating kingpin can output steering force in both directions and has a self-locking function to maintain the position of the steering force without the need for a steering motor, thereby ensuring the stability and safety of high-speed driving vehicles.

[0005] The technical solution of the present invention is: a full vector angle unit using a rotating kingpin, including a suspension mechanism, a steering mechanism and a wheel hub, characterized in that the steering mechanism includes:

[0006] Steering knuckle, connected to the wheel hub;

[0007] A worm gear reducer is longitudinally arranged in the steering knuckle, wherein the output shaft of the worm gear reducer has two output ends, and both ends of the output shaft are provided with a first helical gear;

[0008] A kingpin is rotatably connected in the steering knuckle, two second bevel gears meshing with the first bevel gears are provided at both ends of the kingpin, both ends of the kingpin pass through the steering knuckle, and both ends of the kingpin are hinged with hinges hinged with the suspension mechanism;

[0009] The steering motor is connected to the steering knuckle, and the rotating shaft of the steering motor is connected to the input shaft of the worm gear reducer.

[0010] In at least one embodiment of the present invention, the diameter of the first helical gear is smaller than the diameter of the second helical gear, the first helical gear at the upper end of the output shaft of the worm gear reducer is right-handed, and the first helical gear at the lower end of the output shaft is left-handed.

[0011] In at least one embodiment of the present invention, the top and bottom of the steering knuckle are bolted to a cover, a mounting flange is provided inside the steering knuckle, the kingpin is rotatably connected to the mounting flange, the cover is provided with a through hole through which the kingpin passes, the bolt holes on the cover are all slot-shaped holes, the cover is provided with a clearance adjustment bolt threadedly connected to the steering knuckle, and the clearance adjustment bolt is used to move the cover to adjust the meshing clearance between the first bevel gear and the second bevel gear.

[0012] In at least one embodiment of the present invention, both ends of the output shaft of the worm gear reducer are rotatably connected to the cover via deep groove ball bearings.

[0013] In at least one embodiment of the present invention, the second bevel gear and the kingpin are circumferentially fixed by two flat keys arranged at 180 degrees.

[0014] In at least one embodiment of the present invention, the rotation center of the steering mechanism is located on the inner side of the wheel hub.

[0015] In at least one embodiment of the present invention, the steering motor is perpendicular to the side wall of the steering knuckle, and the output shaft of the steering motor penetrates into the steering knuckle and is connected to the input shaft of the worm gear reducer.

[0016] In at least one embodiment of the present invention, a driving mechanism is provided in the wheel hub, and the driving mechanism includes: a hub motor, a connecting plate, a brake disc and a brake caliper, the hub motor stator of the hub motor is connected to the steering knuckle, the brake disc is coaxially arranged with the hub motor stator, the hub motor rotor, the connecting plate and the brake disc are all fixedly connected with the wheel hub, the brake caliper is fixedly connected with the hub motor stator, and the brake caliper is located on the side of the brake disc away from the hub motor rotor.

[0017] In at least one embodiment of the present invention, the suspension mechanism includes: a connecting plate, an upper swing arm, a lower swing arm and an air spring shock absorber, one end of the upper swing arm and the lower swing arm are hinged to the connecting plate, the other ends of the upper swing arm and the lower swing arm are respectively hinged to the hinges at both ends of the kingpin, and the two ends of the air spring shock absorber are respectively connected to the upper swing arm and the lower swing arm.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] 1. The steering mechanism of the present invention comprises a steering knuckle connected to a wheel hub, a kingpin rotatably connected to the steering knuckle and hinged to a suspension mechanism, a worm gear reducer meshing with the kingpin through a first helical gear and a second helical gear, and a steering motor arranged on the steering knuckle for driving the worm gear reducer to rotate. When the steering mechanism is turning, the steering motor drives the worm gear reducer to rotate, so that the output shaft of the worm gear reducer drives the two first helical gears to rotate. Since the kingpin is connected to the suspension mechanism through a hinge, the kingpin remains stationary during the turning process, while the output shaft of the worm gear reducer is connected to the suspension mechanism through a hinge. The kingpin is meshed with the first bevel gear and the second bevel gear. During the steering process, the worm gear reducer drives the first bevel gear to rotate around the second bevel gear, so that the worm gear reducer, the steering knuckle and the steering motor all rotate around the kingpin, and then the steering knuckle drives the wheel hub to deflect to complete the steering. The steering mechanism of the full-vector angle unit adopts a worm gear reducer with bidirectional output, so its steering force is greater than that of a unidirectional output. The worm gear reducer can realize a self-locking function, so that the position of the steering mechanism is maintained without the need for a steering motor, thereby ensuring the stability and safety of the high-speed vehicle.

[0020] 2. The present invention provides a cover with a slotted hole and a gap adjusting bolt for driving the cover to move. The output shaft is rotatably connected to the cover, and the cover is provided with a through hole for the kingpin to pass through. The cover can be moved by the gap adjusting bolt to drive the first bevel gear to move and adjust the meshing gap between the first bevel gear and the second bevel gear, thereby ensuring that the pitch circles of the first bevel gear and the second bevel gear are always tangent, avoiding gear displacement, reducing gear gap, improving the transmission stability of the first bevel gear and the second bevel gear, and reducing movement noise.

[0021] 3. The present invention can effectively reduce the lateral space of the corner unit by placing the drive motor inside the wheel hub, and the weight is mainly borne by the steering knuckle, which has a large load-bearing capacity. The drive motor does not bear the weight, and the service life of the motor can also be effectively improved.

[0022] 4. The present invention provides a suspension mechanism including a connecting plate, an upper swing arm, a lower swing arm and an air spring shock absorber, wherein the guidance and shock absorption of the suspension mechanism are separated: the upper and lower swing arms are responsible for guidance, and the air spring shock absorber is responsible for shock absorption, thereby improving the steering accuracy and flexibility of the vehicle, reducing the inertia of the suspension during steering, and increasing the steering accuracy and smoothness. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a schematic diagram of the overall main structure of the present invention;

[0024] Figure 2 It is a side view structural schematic diagram of the steering mechanism of the present invention;

[0025] Figure 3 It is a cross-sectional structural schematic diagram of the steering mechanism of the present invention;

[0026] Figure 4 This is a schematic diagram of the output shaft and kingpin structure of the present invention;

[0027] Figure 5 It is a schematic diagram of the structure of the sealing cover of the present invention;

[0028] Figure 6 It is a schematic diagram of the structure of the wheel hub and the driving mechanism of the present invention;

[0029] Figure 7 It is a schematic diagram of the suspension mechanism structure of the present invention.

[0030] Description of reference numerals:

[0031] Suspension mechanism; 11. Connecting plate; 12. Upper swing arm; 13. Lower swing arm; 14. Air spring shock absorber; 15. Height connecting rod; 16. Height sensor; 2. Steering mechanism; 21. Steering knuckle; 211. Cover; 22. Worm reducer; 221. Output shaft; 222. First bevel gear; 23. Kingpin; 231. Second bevel gear; 232. Hinge; 24. Steering motor; 3. Wheel hub; 301. Wheel hub motor; 3011. Wheel hub motor stator; 3012. Wheel hub motor rotor; 302. Connecting plate; 304. Brake disc; 305. Brake caliper. DETAILED DESCRIPTION

[0032] The drawings in the present invention are not drawn strictly according to the actual scale, and the specific size and quantity of each structure can be determined according to actual needs. The drawings described in the present invention are only schematic diagrams of the structures.

[0033] In order to make the purpose, technical solution and advantages of the embodiment of the present invention clearer, the technical solution of the embodiment of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiment of the present invention. Obviously, the described embodiment is a part of the embodiment of the present invention, not all of the embodiments. Based on the described embodiment of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0034] Unless otherwise defined, the technical terms or scientific terms used herein shall have the usual meanings understood by persons of ordinary skill in the field to which the present invention belongs. The words "first", "second" and similar words used in the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. The words "include" or "comprise" and similar words mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Inside", "outside", "up", "down", "far", "near", "front", "back" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0035] The full vector control chassis structure in the prior art has the following problems:

[0036] 1. The steering mechanism uses a planetary reducer, which cannot achieve the self-locking function; the steering motor is arranged longitudinally, which increases the longitudinal space of the mechanism; and the output direction can only be unilateral, and the axial force generated by the helical gear cannot be offset;

[0037] 2. The brake mechanism is externally placed, which increases the lateral space of the assembly;

[0038] 3. The shock absorber uses a spring shock absorber, the suspension height cannot be adjusted, and the angle between the shock absorber and the vertical direction is too large.

[0039] Combination Figures 1 to 7 As shown, a full vector angle unit using a rotating kingpin includes a suspension mechanism 1, a steering mechanism 2 and a wheel hub 3, wherein the steering mechanism 2 includes:

[0040] The steering knuckle 21 is connected to the wheel hub 3. The steering knuckle 21 is a hollow structure, and the outer side wall of the steering knuckle 21 is connected to the wheel hub 3.

[0041] The worm gear reducer 22 is longitudinally arranged in the steering knuckle 21. The output shaft 221 of the worm gear reducer 22 has two output ends. Both ends of the output shaft 221 are provided with a first helical gear 222.

[0042] The main pin 23 is rotatably connected in the steering knuckle 21. Two second bevel gears 231 meshing with the first bevel gears 222 are provided at both ends of the main pin 23. The double bevel gear structure on both sides is adopted. The helical angles of the gears on both sides are opposite. The axial force generated by the bevel gears can be effectively offset during the steering process. Both ends of the main pin 23 pass through the steering knuckle 21. Both ends of the main pin 23 are hinged with hinges 232 hinged to the suspension mechanism 1.

[0043] The steering motor 24 is connected to the steering knuckle 21, and the rotating shaft of the steering motor 24 is connected to the input shaft of the worm gear reducer 22; the steering motor 24 and the steering knuckle 21 follow the steering, which effectively reduces the size of the kingpin steering mechanism and improves the utilization rate of the suspension space.

[0044] As an alternative embodiment, the diameter of the first bevel gear 222 is smaller than the diameter of the second bevel gear 231, the first bevel gear 222 at the upper end of the output shaft 221 of the worm gear reducer 22 is right-handed, and the first bevel gear 222 at the lower end of the output shaft 221 is left-handed; the two first bevel gears 222 are cantilevered so that the axial forces of the bevel gears acting on the output shaft 221 offset each other, thereby increasing the service life of the output shaft 221.

[0045] As an alternative embodiment, the top and bottom of the steering knuckle 21 are bolted to a cover 211, a mounting flange is provided inside the steering knuckle 21, the kingpin 23 is rotatably connected to the mounting flange, a through hole is provided on the cover 211 for the kingpin 23 to pass through, the bolt holes on the cover 211 are all slot-shaped holes, a clearance adjustment bolt 212 is provided on the cover 211 and is threadedly connected to the steering knuckle 21, the clearance adjustment bolt 212 is used to move the cover 211 to adjust the meshing clearance between the first bevel gear 222 and the second bevel gear 231, thereby ensuring that the gear pitch circles are always tangent, avoiding gear displacement, improving the stability of gear transmission, and reducing movement noise.

[0046] As an alternative embodiment, both ends of the output shaft 221 of the worm gear reducer 22 are rotatably connected to the cover 211 through deep groove ball bearings; the deep groove ball bearings can withstand the radial force of the first bevel gear 222 and provide two fulcrums to withstand the radial force of the first bevel gear 222, so that the influence of the radial force on the output shaft 221 is limited to the end, and the influence on the middle section of the output shaft 221 is relatively small, which can increase the service life of the output shaft 221. In addition, the use of deep groove ball bearings is suitable for high-load environments and can increase the service life of the shaft under the same working conditions.

[0047] As an alternative embodiment, the second bevel gear 231 and the main pin 23 are circumferentially fixed by two flat keys arranged at 180 degrees; the setting of two flat keys arranged at 108 degrees can make the weakening of the keys on the shaft uniform and symmetrical, and the extrusion pressure of the two keys will not produce bending moment on the shaft balance, thereby improving the service life of the shaft.

[0048] As an alternative embodiment, the rotation center of the steering mechanism 2 is located on the inner side of the wheel hub 3, which can effectively reduce the height of the entire vehicle; the lateral wheelbase of the drive-by-wire chassis can be increased, the flexibility of the drive-by-wire chassis is increased, and the stability of the drive-by-wire chassis is improved; compared with the situation where the rotation center is directly above the center of mass of the wheel hub 3, when the rotation center is at the same height, the rotation center involved in the present invention is on one side of the center of mass of the wheel hub 3, has no interference with the wheel hub 3, and can be applicable to wheel hubs 3 of different wheel diameters.

[0049] As an alternative embodiment, the high and low voltage wiring harnesses and cooling water pipes of the steering mechanism 2 are arranged along the axis of the kingpin 23, which can minimize pulling and entanglement during the steering process.

[0050] As an alternative embodiment, the steering motor 24 is perpendicular to the side wall of the steering knuckle 21, and the output shaft of the steering motor 24 is inserted into the steering knuckle 21 and connected to the input shaft of the worm gear reducer 22; the layout of the steering motor 24 is different from the common vertically arranged steering motor 24 in the prior art, which effectively reduces the chassis height; the steering motor 24 and the steering knuckle 21 are used for follow-up steering, which effectively reduces the size of the kingpin steering mechanism and improves the utilization rate of the suspension space.

[0051] As an alternative embodiment, a driving mechanism is provided in the wheel hub 3, and the driving mechanism includes: a wheel hub motor 301, a connecting plate 302, a brake disc 304 and a brake caliper 305. The wheel hub motor stator 3011 of the wheel hub motor 301 is connected to the steering knuckle 21, the brake disc 304 is coaxially arranged with the wheel hub motor stator 3011, and the wheel hub motor rotor 3012, the connecting plate 302 and the brake disc 304 are all fixedly connected to the wheel hub 3; the wheel hub motor rotor 3012, the connecting plate 302, the wheel hub 3 and the brake disc 304 are fixedly connected to the wheel hub 3. 04 The four are driven or parked at the same time by a rigid fixing arrangement through bolts. The brake caliper 305 is fixedly connected to the hub motor stator 3011. The brake caliper 305 is located on the side of the brake disc 304 away from the hub motor rotor 3012. Specifically, the hub motor 301 is independently designed to realize driving and parking in one, which can effectively reduce the lateral space of the corner unit and make the corner unit structure more compact. The brake caliper 305 and the brake disc can realize driving braking, so that this wire-controlled chassis can be driven outdoors.

[0052] As an alternative embodiment, the suspension mechanism 1 includes: a connecting plate 11, an upper swing arm 12, a lower swing arm 13 and an air spring shock absorber 14, one end of the upper swing arm 12 and the lower swing arm 13 are hinged to the connecting plate 11, the upper swing arm 12 and the lower swing arm 13 are hinged to the connecting plate 11 through a self-lubricating wear-resistant bushing, and the other ends of the upper swing arm 12 and the lower swing arm 13 are respectively hinged to the hinges 232 at both ends of the kingpin 23; the upper swing arm 12 and the lower swing arm 13 are hinged to the hinges 232 through tapered roller bearings, and the tapered roller bearings are used to bear the vehicle The radial force and axial force of the vehicle during driving and rotation can increase the load-bearing weight of the corner unit and increase the service life of the reducer. The two ends of the air spring shock absorber 14 are respectively connected to the upper swing arm 12 and the lower swing arm 13; the height sensor 16 is fixedly connected to the connecting plate 11 by bolts, and the height connecting rod 15 connects the height sensor 16 and the lower swing arm 13 by bolts. The suspension mechanism 1 adopts the air spring shock absorber 14 to adjust the height of the corner unit. In addition, the height connecting rod 15 and the height sensor 16 can transmit the real-time data of the height of the corner unit. Specifically, the air spring shock absorber 14 is arranged nearly vertically, which can reduce the horizontal space occupied and has high space utilization, making the effective force transmitted more direct and the force along the axis of the shock absorber more uniform; the suspension mechanism 1 adopts a double swing arm independent suspension with a simple structure and light weight, which effectively reduces the weight of the corner unit. In addition, compared with the non-independent suspension, it can effectively reduce the mutual influence of tire bouncing during driving, which can improve the operability of the corner unit.

[0053] Working principle and usage of this embodiment:

[0054] The corner unit steering control of the full-vector corner unit using a rotating kingpin is as follows: the output shaft of the steering motor 24 drives the worm of the worm gear reducer 22 to rotate, and the worm is meshed with the turbine on the output shaft 221 of the worm gear reducer 22 to drive the output shaft 221 to rotate, and the output shaft 221 drives the two first bevel gears 222 to rotate. Since the kingpin 23 is connected to the suspension mechanism 1 through the hinge 232, the kingpin remains stationary during the steering process, and the output shaft 221 of the worm gear reducer 22 is meshed with the kingpin 23 through the first bevel gear 222 and the second bevel gear 231. During the steering process, the output shaft 221 of the worm gear reducer 22 drives the first bevel gear 222 to rotate around the second bevel gear 231, so that the worm gear reducer 22, the steering knuckle 21 and the steering motor 24 all rotate around the kingpin 23, and then the steering knuckle 21 drives the wheel hub 3 to deflect, thereby completing the steering work.

[0055] The angle unit drive control of the full vector angle unit using a rotating kingpin is as follows: the wheel hub motor 301 works, the wheel hub motor rotor 3012 rotates, the wheel hub motor rotor 3012, the connecting plate 302, the wheel hub 3 and the brake disc 304 are rigidly connected by bolts, when the wheel hub motor rotor 3012 rotates, the wheel hub 3 and the brake disc 304 are driven to rotate, when the braking operation is performed, the brake fluid pushes the piston through the brake system to make the friction plate in the brake caliper 305 rub against the brake disc 304, thereby playing a braking role.

[0056] The above embodiments are only specific implementation methods of the patent of the present invention, which are used to illustrate the technical solution of the patent of the present invention rather than to limit it. The protection scope of the patent of the present invention is not limited thereto. Although the patent of the present invention is described in detail with reference to the above embodiments, ordinary technicians in this field should understand that any technician familiar with the technical field can still modify the technical solution recorded in the above embodiments within the technical scope disclosed by the present invention, or can easily think of changes, or make equivalent replacements for some of the technical features therein; and these modifications, changes or replacements do not make the essence of the corresponding technical solution deviate from the spirit and scope of the technical solution for implementing the patent of the present invention, and should be covered within the protection scope of the present invention.

Claims

1. A full vector angle unit using a rotating kingpin, comprising a suspension mechanism (1), a steering mechanism (2) and a wheel hub (3), characterized in that: The steering mechanism (2) comprises: A steering knuckle (21) connected to the wheel hub (3); A worm gear reducer (22) is longitudinally arranged in the steering knuckle (21), wherein an output shaft (221) of the worm gear reducer (22) has two output ends, and first bevel gears (222) are provided at both ends of the output shaft (221); A kingpin (23) is rotatably connected in the steering knuckle (21), two second bevel gears (231) meshing with the two first bevel gears (222) are respectively provided at two ends of the kingpin (23), both ends of the kingpin (23) pass through the steering knuckle (21), and both ends of the kingpin (23) are hingedly connected to hinges (232) hingedly connected to the suspension mechanism (1); A steering motor (24) connected to the steering knuckle (21), wherein a rotating shaft of the steering motor (24) is connected to an input shaft of a worm gear reducer (22); The top and bottom of the steering knuckle (21) are both bolted to a cover (211); a mounting flange is provided inside the steering knuckle (21); the kingpin (23) is rotatably connected to the mounting flange; a through hole is provided on the cover (211) for the kingpin (23) to pass through; the bolt holes on the cover (211) are all slot-shaped holes; a clearance adjustment bolt (212) is provided on the cover (211) and is threadedly connected to the steering knuckle (21); the clearance adjustment bolt (212) is used to move the cover (211) to adjust the meshing clearance between the first bevel gear (222) and the second bevel gear (231).

2. A full vector angle unit using a rotating kingpin as claimed in claim 1, characterized in that: The diameter of the first bevel gear (222) is smaller than the diameter of the second bevel gear (231); the first bevel gear (222) at the upper end of the output shaft (221) is right-handed, and the first bevel gear (222) at the lower end of the output shaft (221) is left-handed.

3. A full vector angle unit using a rotating kingpin as claimed in claim 1, characterized in that: Both ends of the output shaft (221) of the worm gear reducer (22) are rotatably connected to the cover (211) via deep groove ball bearings.

4. A full vector angle unit using a rotating kingpin as claimed in claim 1, characterized in that: The second bevel gear (231) and the main pin (23) are circumferentially fixed via two flat keys arranged at 180 degrees.

5. A full vector angle unit using a rotating kingpin as claimed in claim 1, characterized in that: The rotation center of the steering mechanism (2) is located on the inner side of the wheel hub (3).

6. A full vector angle unit using a rotating kingpin as claimed in claim 1, characterized in that: The steering motor (24) is perpendicular to the side wall of the steering knuckle (21), and the output shaft of the steering motor (24) penetrates into the steering knuckle (21) and is connected to the input shaft of the worm gear reducer (22).

7. A full vector angle unit using a rotating kingpin as claimed in claim 1, characterized in that: A driving mechanism is provided in the wheel hub (3), the driving mechanism comprising: a wheel hub motor (301), a connecting disc (302), a brake disc (304) and a brake caliper (305); a wheel hub motor stator (3011) of the wheel hub motor (301) is connected to a steering knuckle (21); the brake disc (304) and the wheel hub motor stator (3011) are coaxially arranged; the wheel hub motor rotor (3012), the connecting disc (302) and the brake disc (304) are all fixedly connected to the wheel hub (3); the brake caliper (305) and the wheel hub motor stator (3011) are fixedly connected; and the brake caliper (305) is located on a side of the brake disc (304) away from the wheel hub motor rotor (3012).

8. A full vector angle unit using a rotating kingpin as claimed in claim 1, characterized in that: The suspension mechanism (1) comprises: a connecting plate (11), an upper swing arm (12), a lower swing arm (13) and an air spring shock absorber (14); one end of the upper swing arm (12) and the lower swing arm (13) are both hinged to the connecting plate (11); the other ends of the upper swing arm (12) and the lower swing arm (13) are respectively hinged to hinges (232) at both ends of a kingpin (23); and both ends of the air spring shock absorber (14) are respectively connected to the upper swing arm (12) and the lower swing arm (13).

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