Double-wishbone suspension and limiting method thereof

Abstract

The invention belongs to the technical field of automobile parts, and provides a double-wishbone suspension and a limiting method thereof.The double-wishbone suspension comprises a steering knuckle body, a ball pin installation base connected to the steering knuckle body and a first limiting support installed on the steering knuckle body; the first limiting supports are located on the two sides of the ball pin installation base. One end of the lower cantilever is movably connected with the ball pin mounting seat, and the other end is movably connected with a vehicle girder; first limiting blocks are arranged on the two sides of the lower cantilever. The first limiting block is installed on the lower cantilever, the corresponding first limiting support is installed on the steering knuckle assembly, and in the steering process, the maximum steering angle can be limited through the first limiting support; in addition, during vibration, the value of the maximum steering angle can be changed after the first limiting support abuts against the first limiting block, so that it is guaranteed that the vehicle has the flexible turning radius, the influence of wheel end impact on a driving shaft, control and a steering knuckle during jumping is flexibly adjusted, and the reliability of the vehicle is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile parts, and in particular relates to a double wishbone suspension and a limiting method thereof. Background Art

[0002] Double wishbone suspension is a car suspension system that connects the wheel to the body through two wishbones. The upper and lower wishbones of the double wishbone suspension are responsible for bearing the lateral and longitudinal forces of the wheel, while the shock absorber and spring are mainly responsible for supporting the body and filtering vibration. Due to the design that the upper and lower wishbones cannot be too long, the double wishbone suspension can automatically change the camber angle in dynamics, so that the tires can obtain a larger contact area, thereby providing handling and driving quality. Its advantages are: large lateral stiffness, excellent anti-roll performance, good grip performance, and can keep the tires close to the road surface and improve the grip performance of the tires. Its disadvantages are: high manufacturing cost, complex suspension positioning parameter setting, high complexity of maintenance, large space occupation, and high cost. This type of suspension is often used in high-performance vehicles.

[0003] Since off-road conditions are complex and changeable, vehicles are generally required to have good maneuverability, so vehicles are generally required to have a relatively flexible steering angle to ensure that the vehicle has a flexible turning radius; in addition, due to the playability requirements of off-road vehicles, vehicles are generally required to have a high degree of disassembly and assembly convenience. Since flying and jumping off-road at a large wheel turning angle will cause a huge impact on the drive shaft, lower cantilever, etc., it is easy to cause vehicle axle breakage and sprained ankle problems.

[0004] In addition, off-road vehicles generally use wheels with small rim specifications that are relatively large in height and width to improve the off-road performance of the vehicle. In addition, in order to ensure reliability, the key ball pin connection direction of off-road vehicles is generally installed downward. The above two requirements will result in poor disassembly and assembly convenience of the vehicle's lower cantilever, because the upper part of the lower cantilever ball head is the drive shaft. If the cantilever is removed, the drive shaft must be removed first. In addition, if the spline structure of the fixed section or movable section of the drive shaft is particularly long, it will make disassembly and assembly more difficult, which is seriously detrimental to the convenience of disassembly and assembly. Summary of the invention

[0005] In order to solve the problem in the background technology, the present invention provides a double wishbone suspension and a limiting method thereof.

[0006] In order to achieve the above object, the present invention adopts the following technical solutions:

[0007] A double wishbone suspension comprises a steering knuckle assembly and a lower cantilever;

[0008] The steering knuckle assembly comprises:

[0009] Steering knuckle body;

[0010] and, a ball and pin mounting seat connected to the knuckle body;

[0011] and, a first limiting bracket mounted on the steering knuckle body;

[0012] The first limit brackets are provided in plurality and are located on both sides of the ball pin mounting seat;

[0013] One end of the lower cantilever is movably connected to the ball pin mounting seat, and the other end is movably connected to the vehicle beam;

[0014] First limit blocks are arranged on both side surfaces of the lower cantilever, and the first limit blocks are used to counteract the first limit bracket to limit the maximum steering angle of the wheel.

[0015] Preferably, one end of the steering knuckle body away from the lower cantilever is further connected to an upper cantilever, and one end of the upper cantilever away from the steering knuckle body is connected to the vehicle beam.

[0016] Preferably, in the steering knuckle assembly:

[0017] The first limiting brackets are provided with two;

[0018] The surfaces where the first limiting bracket and the first limiting block abut against each other are a plurality of continuous curved surfaces;

[0019] When the lower cantilever is at the initial position, the corresponding maximum steering angle has the largest value;

[0020] In the lower cantilever:

[0021] The surface where the first limiting block and the first limiting bracket abut against each other is an arc surface, and the angle between the mid-surfaces of the arc surface is ≥120°.

[0022] Preferably, the lower cantilever is provided with a first joint at one end and a second joint at the other end;

[0023] The first joint is connected to the vehicle beam via a ball pin;

[0024] The second joint is connected to the ball pin mounting seat via a ball pin.

[0025] Preferably, a second limit block is provided on the surface of the lower cantilever;

[0026] A second limiting bracket is installed on the vehicle beam;

[0027] Along the vibration direction of the lower cantilever, the second limit bracket is used to block the second limit block; the second limit block is in a step shape.

[0028] Preferably, a limit seat is further provided on the surface of the lower cantilever, and the limit seat is rotatably connected to a shock absorber, and one end of the shock absorber away from the limit seat is connected to the vehicle beam by bolts.

[0029] Preferably, the lower cantilever is also connected to a stabilizing bar.

[0030] Preferably, a fastening bolt is also provided in the steering knuckle assembly;

[0031] The fastening bolt is used to detachably mount the first limiting bracket to the steering knuckle body.

[0032] A limiting method, used for the above double wishbone suspension, comprises the following steps:

[0033] When the vehicle turns, the first limit brackets on both sides of the ball pin mounting seat counteract the first limit block to limit the maximum steering angle of the wheel;

[0034] And / or, when the lower cantilever vibrates, the value of the maximum steering angle is changed by the first limit bracket and the first limit block offsetting each other.

[0035] Preferably, when the lower cantilever vibrates, the value of the maximum steering angle is changed by the first limit bracket and the first limit block offsetting each other, comprising the following steps:

[0036] When the lower cantilever vibrates, if the abutting position between the first limit block and the first limit bracket gradually moves away from the initial position, the value of the maximum steering angle gradually decreases; if the abutting position between the first limit block and the first limit bracket gradually approaches the initial position, the value of the maximum steering angle gradually increases.

[0037] Beneficial effects of the present invention:

[0038] 1. The present invention installs a first limit block on the lower cantilever and installs a corresponding first limit bracket on the steering knuckle assembly. During the steering process, the maximum steering angle can be limited by the first limit bracket; in addition, when vibrating, the first limit bracket and the first limit block can change the value of the maximum steering angle, thereby ensuring that the vehicle has a flexible turning radius, and then flexibly adjusting the impact of the wheel end impact on the drive shaft, control and steering knuckle during flying and jumping, thereby improving the reliability of the vehicle.

[0039] 2. The present invention is provided with a fastening bolt and a first limiting bracket. When assembling or repairing the steering knuckle assembly, the first limiting bracket can be disassembled and assembled with the steering knuckle body through the fastening bolt, thereby improving convenience.

[0040] Other features and advantages of the present invention will be described in the following description, and partly become obvious from the description, or be understood by implementing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0042] Figure 1 A schematic structural diagram of a double wishbone suspension of the present invention is shown;

[0043] Figure 2 A schematic structural diagram of a steering knuckle body of the present invention is shown;

[0044] Figure 3 Shows Figure 2 Magnified view of area A in the middle;

[0045] Figure 4 The schematic diagram of the structure of the lower cantilever of the present invention is shown;

[0046] Figure 5 The figure shows the matching diagram of the first limiting bracket and the first limiting block of the present invention;

[0047] Figure 6a Shows Figure 5 The coordination diagram of the first limit bracket and the first limit block in the initial position shown in the middle B area;

[0048] Figure 6b A schematic diagram showing the first limiting block moving below the initial curved surface of the first limiting bracket;

[0049] Figure 6c A schematic diagram showing the first limiting block moving to above the initial curved surface of the first limiting bracket;

[0050] Figure 7 A schematic diagram showing the arrangement of the second limiting block and the second limiting bracket of the present invention is shown;

[0051] Figure 8 The diagram showing the fixed connection between the shock absorber and the lower cantilever of the present invention is shown;

[0052] Fig. 9 A diagram showing the relationship between steering travel and damping travel is shown.

[0053] In the figure: 1. steering knuckle assembly; 101. steering knuckle body; 102. ball pin mounting seat; 103. first limit bracket; 104. upper cantilever; 105. fastening bolt; 2. lower cantilever; 201. first joint; 202. second joint; 203. first limit block; 204. second limit block; 205. limit seat; 3. shock absorber; 4. stabilizer bar; 5. vehicle frame; 501. second limit bracket. DETAILED DESCRIPTION

[0054] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments 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.

[0055] A double wishbone suspension, such as Figure 1 As shown, it includes a steering knuckle assembly 1, a lower cantilever 2, a shock absorber and a stabilizer bar 4. The steering knuckle assembly 1 is symmetrically arranged, with the lower end movably connected to the lower cantilever 2 and the upper end movably connected to the vehicle frame 5 of the vehicle; one end of the shock absorber is movably connected to the lower cantilever 2 and the other end is connected to the vehicle frame 5. The stabilizer bar 4 is connected to the symmetrical steering knuckle assembly 1.

[0056] It should be noted that Figure 1 In the structure, the steering knuckle assembly 1 is arranged on the wheels on both sides, and the lower cantilever 2 and the shock absorber are also symmetrically arranged on both sides. When the wheel is turning and vibrating, the steering knuckle assembly 1 and the lower cantilever 2 can control the maximum steering angle through the cooperation of the limit block and the limit bracket. Specifically, it can be achieved that in the common area of ​​the vehicle's shock absorption stroke, the steering is not limited, thereby ensuring that the turning radius is not affected, that is, ensuring the maneuverability of the vehicle; in the uncommon area of ​​the shock absorption stroke, the wheel angle is gradually limited by the change of the upper limit curved surface of the limit bracket to increase the gap between the wheel and the wheel cover, and the risk of the vehicle jumping when the steering is at the extreme position, which is easy to cause the steering knuckle to break and the vehicle to sprain its ankle.

[0057] Combine the following Figure 2-Figure 8 The structure of the double wishbone suspension is further explained.

[0058] like Figure 2 As shown, the steering knuckle assembly 1 includes a steering knuckle body 101, a ball pin mounting seat 102 and a first limiting bracket 103. The ball pin mounting seat 102 can be installed at the bottom of the steering knuckle body 101 in an integrally connected manner. The first limiting bracket 103 can be installed on the steering knuckle body 101 in an integrally connected or detachable manner. In addition, two first limiting brackets 103 are provided, located on both sides of the ball pin mounting seat 102. In addition, the end of the steering knuckle body 101 away from the lower cantilever 2 is also rotatably connected to the upper cantilever 104, and the end of the upper cantilever 104 away from the steering knuckle body 101 can be connected to the vehicle frame 5 through a ball pin.

[0059] It should be noted that when the vehicle turns, the rotation angle of the wheel after being limited by the two first limit brackets 103 is the maximum steering angle. When the lower cantilever 2 is against the first limit bracket 103, its steering range is limited, thereby controlling the maximum steering angle of the vehicle.

[0060] Furthermore, if Figure 3 As shown, the first limit bracket 103 can be installed on the steering knuckle body 101 in conjunction with the fastening bolts 105, which makes the connecting part between the steering knuckle assembly 1 and the lower cantilever 2 into an independent component and connects it to the steering knuckle body 101 through bolts, thereby improving the convenience of disassembly and assembly of the lower cantilever 2 and the drive shaft.

[0061] like Figure 4 As shown, a first joint 201 is provided at one end of the lower cantilever 2, and a second joint 202 is provided at the other end. The first joint 201 is U-shaped and can be connected to the vehicle beam 5 through a ball pin; the second joint 202 can be connected to the ball pin mounting seat 102 through a ball pin. In addition, first limit blocks 203 are provided on both sides of the lower cantilever 2; when the vehicle turns, the first limit bracket 103 is used to limit the maximum steering angle of the wheel by abutting against the first limit block 203; when the lower cantilever 2 vibrates, the position where the first limit bracket 103 and the first limit block 203 abut against each other will change, so the value of the maximum steering angle will increase or decrease.

[0062] It should be noted that, combined with Figure 1 and Figure 4 A first limit bracket 103 (or a limit block) is provided on the component (such as the steering knuckle) that rotates around the kingpin (the line connecting the ball pin points of the upper and lower fork arms) of the lower cantilever 2; a first limit block 203 (or a limit bracket) is provided on the corresponding component (such as the lower cantilever 2) that does not rotate around the kingpin. When the wheel reaches the steering limit and is in the commonly used wheel jump range, the cooperation between the limit block and the limit curved surface of the limit bracket does not affect the turning angle of the vehicle. When the wheel reaches the steering limit and the wheel jumps a large stroke, the cooperation between the limit block and the limit curved surface of the limit bracket will reduce the turning angle of the vehicle, thereby reducing the influence of the wheel end impact on the drive shaft, control and steering knuckle during flying jump, thereby improving the reliability of the vehicle.

[0063] It should be further explained that in order to adjust the turning angle of the vehicle when the wheel vibrates, the structure of the limit block and the limit bracket needs to be further optimized. Figure 5 This is described with reference to FIG6 .

[0064] Combination Figure 5As can be seen from FIG. 6 , in the steering knuckle assembly 1, two first limit brackets 103 are provided, and the maximum steering angle is the angle between the two first limit brackets 103 with the ball pin mounting seat 102 as the vertex. The surfaces where the first limit bracket 103 and the first limit block 203 abut against each other are a plurality of continuous curved surfaces. When the lower cantilever 2 is in the initial position, if the first limit block 203 turns to abut against the first limit bracket 103, the maximum steering angle at this time is the largest. Specifically, by Figure 6a It can be seen that the continuous curved surface can be divided into two sections, where a is the initial position, and a1, a2 and b are the positions to which the first limit block 203 can move during vibration. When turning at the initial position, the maximum steering angle corresponding to the first limit block 203 is the largest, and as the vehicle vibrates, the lower cantilever 2 will also vibrate, and the first limit block 203 will move relatively upward or downward, so that the maximum steering angle corresponding to the first limit block 203 will become smaller.

[0065] like Figure 6b As shown, at this time, the first limit block 203 is offset against the position a1, and the value of the maximum steering angle at this time is reduced relative to the initial position a.

[0066] like Figure 6c As shown, at this time, the first limit block 203 is offset against the position b of the curved surface, and the value of the maximum steering angle is reduced relative to the initial position a.

[0067] In addition, the shape of the first limit bracket 103 is strongly related to the shape of the first limit block 203. In order to ensure the smoothness of the transition of the limit surface of the first limit bracket 103 and prevent jamming problems during use, the surface where the first limit block 203 and the first limit bracket 103 are abutted is an arc surface with a large surface curvature, and the angle between the surfaces is at least 120°; and the height of the limit block is not less than 30 mm, and the thickness is not less than 20 mm.

[0068] like Figure 7 As shown, the lower cantilever 2 is provided with a second limit block 204 on its surface, and the vehicle beam 5 is provided with a second limit bracket 501. Along the vibration direction of the lower cantilever 2, the second limit block 204 is blocked by the second limit bracket 501. The second limit block 204 is in a step-shaped form. Figure 8 It can be seen that the second position-limiting bracket 501 is located above the second position-limiting block 204. When the second position-limiting block 204 vibrates, the second position-limiting bracket 501 can block the second position-limiting block 204 to make it vibrate within a certain range.

[0069] It should be noted that in Figure 7 and Figure 8In the structure, in order to improve the flying reliability of the vehicle, the second limit block 204 is synchronously arranged on the lower cantilever 2, and the second limit bracket 501 of the suspension is arranged on the vehicle beam 5. The two cooperate to prevent the problem of interference and collision of vehicle components caused by insufficient single-point limit of the buffer block during the flying jump, and the problem of excessive force at the installation point caused by excessive force of the buffer block. In addition, it is ensured that the wheel travel can be limited during the flying jump condition to prevent dynamic interference or abnormal noise of vehicle components; and the force of the buffer block part of the shock absorber is synchronously shared.

[0070] It should be further explained that in Figure 1-Figure 8 In the process, the positions of the limit block and the limit bracket can be interchanged, and the effect produced is the same as Figure 1-Figure 8 The same as the embodiment.

[0071] Furthermore, if Figure 8 As shown, a limit seat 205 is also provided on the surface of the lower cantilever 2, and the limit seat 205 is rotatably connected to a shock absorber, and one end of the shock absorber away from the limit seat 205 is connected to the vehicle beam 5 by bolts.

[0072] It should be noted that the end of the shock absorber 3 is a nut structure, the inner surface of which is smooth and rotatably matched with the limit seat 205. In addition, the limit seat 205 is provided with an opening, and the opening size is slightly larger than the opposite side size of the nut and smaller than the diagonal size of the nut.

[0073] A limiting method for Figure 1-Figure 8 The double wishbone suspension mainly includes the following steps:

[0074] When the vehicle is turning, the first limit bracket 103 on both sides of the ball pin mounting seat 102 counteracts the first limit block 203 to limit the maximum steering angle of the wheel; and / or, when the lower cantilever 2 vibrates (when the vehicle vibrates), the value of the maximum steering angle is changed by the first limit bracket 103 counteracting the first limit block 203.

[0075] Furthermore, when the lower cantilever 2 vibrates, the value of the maximum steering angle is changed by the first limit bracket 103 and the first limit block 203 counteracting each other, which includes the following steps:

[0076] When the lower cantilever 2 vibrates, if the abutting position between the first limit block 203 and the first limit bracket 103 gradually moves away from the initial position, the value of the maximum steering angle gradually decreases; if the abutting position between the first limit block 203 and the first limit bracket 103 gradually approaches the initial position, the value of the maximum steering angle gradually increases.

[0077] Combine the following Figure 1-Figure 8 The structure and limiting method are used to explain the limiting situation.

[0078] (1) The vehicle is turning and not vibrating

[0079] When the vehicle turns, the first limit block 203 corresponds to the initial curved surface of the first limit bracket 103. At this time, the wheel turns along with the steering knuckle assembly 1, and its maximum steering angle is determined by the first limit brackets 103 on both sides. Taking the structure of FIG6 as an example, if the first limit block 203 and the curved surface of the first limit bracket 103 are offset, the maximum steering angle is recorded as A1.

[0080] (2) The vehicle vibrates and does not turn.

[0081] The lower cantilever 2 bounces (vibrates) with the vibration of the vehicle. During the bouncing process, the first limit block 203 can move back and forth along the vibration direction, and the curvature of the first limit bracket 103 corresponding to the first limit block 203 will also change back and forth. For example, if the first limit block 203 moves upward, the corresponding curved surface is the upper end of the initial curved surface or exceeds the initial curved surface to reach the second curved surface. At this time, if the vehicle turns, the value of its maximum steering angle will also decrease.

[0082] (3) The vehicle turns and vibrates

[0083] When the vehicle turns to the maximum steering angle, the first limit block 203 of the lower cantilever 2 abuts against the curved surface of the first limit bracket 103. At the same time, during the vibration of the lower cantilever 2, the value of the maximum steering angle will change. Taking the structure of FIG6 as an example, if the first limit block 203 abuts against the initial curved surface of the first limit bracket 103, the maximum steering angle is A1. If the first limit block 203 moves upward, the maximum steering angle is A i , A i <A1, i> 1. In addition, if the vehicle has reached the maximum steering angle and then vibrates, the maximum steering angle of the vehicle will also change.

[0084] like Fig. 9 The figure shows the relationship between the vibration stroke and the maximum steering stroke. According to the vehicle usage scenario and layout requirements, different wheel angle curves corresponding to different suspension bounce strokes are set. According to the geometric relationship of the vehicle suspension, the suspension bounce stroke can be converted into the shock absorber 3 stroke, and the wheel angle can be converted into the steering rack stroke. The corresponding different wheel angle curves under different suspension bounce strokes can be converted into the relationship between the shock absorber 3 stroke and the steering gear stroke curve.

[0085] It should be noted that for Figure 1-Figure 8 There are many design ideas for the shape design of the limit block and the limit bracket. A specific method is introduced below.

[0086] First, set the limit block on the cantilever, design the limit bracket body on the steering knuckle, and build the suspension DMU dynamic model. According to the relationship diagram between steering stroke and damping stroke, adjust the suspension DMU to different wheel bounce positions, and then design the cutting function to use the limit block on the cantilever to cut the limit block bracket body. At each suspension position on the relationship diagram between steering stroke and damping stroke, use the limit block on the cantilever to cut the limit block bracket body, and finally form the limit surface on the limit bracket.

[0087] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent substitutions for some of the technical features therein; and these modifications or substitutions do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A double wishbone suspension, characterized in that: It comprises a steering knuckle assembly (1) and a lower cantilever (2); The steering knuckle assembly (1) comprises: Steering knuckle body (101); and, a ball pin mounting seat (102) connected to the steering knuckle body (101); and, a first limiting bracket (103) mounted on the steering knuckle body (101); A plurality of first limiting brackets (103) are provided, and are located on both sides of the ball pin mounting seat (102); One end of the lower cantilever (2) is movably connected to the ball pin mounting seat (102), and the other end is movably connected to the vehicle beam (5); First limit blocks (203) are provided on both side surfaces of the lower cantilever (2), and the first limit blocks (203) are used to abut against the first limit bracket (103) to limit the maximum steering angle of the wheel.

2. A double wishbone suspension according to claim 1, characterized in that: An end of the steering knuckle body (101) away from the lower cantilever (2) is also connected to an upper cantilever (104), and an end of the upper cantilever (104) away from the steering knuckle body (101) is connected to the vehicle frame (5).

3. The double wishbone suspension according to claim 1, characterized in that: In the steering knuckle assembly (1): Two first limiting brackets (103) are provided; The surfaces where the first limiting bracket (103) and the first limiting block (203) abut against each other are a plurality of continuous curved surfaces; When the lower cantilever (2) is in the initial position, the corresponding maximum steering angle has the largest value; In the lower cantilever (2): The surface where the first limiting block (203) and the first limiting bracket (103) abut against each other is an arc surface, and the included angle between the mid-surfaces of the arc surface is ≥120°.

4. The double wishbone suspension according to claim 1, characterized in that: The lower cantilever (2) is provided with a first joint (201) at one end and a second joint (202) at the other end; The first joint (201) is connected to the vehicle beam (5) via a ball pin; The second joint (202) is connected to the ball and pin mounting seat (102) via a ball and pin.

5. The double wishbone suspension according to claim 1, characterized in that: A second limiting block (204) is provided on the surface of the lower cantilever (2); A second limiting bracket (501) is installed on the vehicle beam (5); Along the vibration direction of the lower cantilever (2), the second limit bracket (501) is used to block the second limit block (204); The second limiting block (204) is in a step-shaped form.

6. The double wishbone suspension according to claim 1, characterized in that: A limit seat (205) is also provided on the surface of the lower cantilever (2), and the limit seat (205) is rotatably connected to a shock absorber (3), and one end of the shock absorber (3) away from the limit seat (205) is connected to the vehicle frame (5) by means of bolts.

7. The double wishbone suspension according to claim 1, characterized in that: The lower cantilever (2) is also connected to a stabilizing rod (4).

8. A double wishbone suspension according to any one of claims 1 to 7, characterized in that: A fastening bolt (105) is also provided in the steering knuckle assembly (1); The fastening bolt (105) is used to detachably mount the first limiting bracket (103) to the steering knuckle body (101).

9. A limiting method, used for the double wishbone suspension according to any one of claims 1 to 8, characterized in that: The following steps are involved: When the vehicle turns, the first limiting brackets (103) on both sides of the ball pin mounting seat (102) counteract the first limiting blocks (203) to limit the maximum steering angle of the wheel; And / or, when the lower cantilever (2) vibrates, the value of the maximum steering angle is changed by the first limit bracket (103) and the first limit block (203) counteracting each other.

10. A positioning method according to claim 9, characterized in that: When the lower cantilever (2) vibrates, the value of the maximum steering angle is changed by the first limit bracket (103) and the first limit block (203) counteracting each other, comprising the following steps: When the lower cantilever (2) vibrates, if the abutting position of the first limit block (203) and the first limit bracket (103) gradually moves away from the initial position, the value of the maximum steering angle gradually decreases; if the abutting position of the first limit block (203) and the first limit bracket (103) gradually moves closer to the initial position, the value of the maximum steering angle gradually increases.

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