Master pin assembly for commercial vehicle and vehicle

Abstract

The invention provides a kingpin assembly for a commercial vehicle and the vehicle. The rolling parts are arranged at the two ends of the main pin and matched with the thrust tapered roller bearings, the rolling parts are used for bearing loads in the radial direction of the main pin assembly, and the thrust tapered roller bearings are used for bearing loads in the axial direction of the main pin assembly. According to the kingpin assembly of the structure, loads from all system directions of the vehicle can be effectively decomposed to the rolling part and the thrust tapered roller bearing, and the problem that the kingpin assembly is pressed due to the fact that the same bearing component is subjected to excessive loads at the same time is effectively solved. According to the main pin assembly, the bearing capacity of the main pin assembly can be further improved, meanwhile, the main pin assembly adopting the structure is simple in structure and convenient to install, the safety performance of a vehicle with the main pin assembly is effectively improved, the main pin assembly can be particularly suitable for a heavy-load commercial vehicle, and the practicability of the main pin assembly is further improved.

Description

Technical Field

[0001] This invention relates to the field of commercial vehicle axles, and more specifically, to a kingpin assembly and vehicle for commercial vehicles. Background Technology

[0002] The kingpin structure is located on both sides of the front axle of a commercial vehicle. Its main function is to bear the vehicle load and transfer the wheel-end load to the front axle; at the same time, it enables the steering knuckle to rotate around the kingpin, thus realizing the steering of the whole vehicle.

[0003] The kingpin structure mainly includes the kingpin, load-bearing and rotational parts such as bearings and bushings, sealing parts such as oil seals and cover plates, and the steering knuckle and front axle that cooperate with it.

[0004] Currently, in the commercial vehicle market, most kingpin solutions use a thrust tapered roller bearing + bushing configuration. The kingpin is connected to the front axle via a pin to ensure that the kingpin does not rotate. Wear-resistant bushings are used at the upper and lower ends of the kingpin, and the inside of the kingpin requires regular grease injection. Although this solution is low in cost, if the front axle load is high or maintenance is not timely, it is very easy to cause wear of the bushing and kingpin, or bushing failure, resulting in a high frequency of failures. Users will spend a lot of time and money on repairs, leading to significant market complaints.

[0005] In response to this situation, various OEMs have proposed their own solutions. One solution involves using a damped thrust tapered roller bearing combined with a needle roller bearing. The kingpin is fitted to the front axle with a pin or interference fit to prevent rotation. Needle roller bearings are used at the upper and lower ends of the kingpin, requiring regular grease injection. This solution replaces the wear-resistant bushing with a needle roller bearing, changing the friction mode from sliding to rolling friction, significantly reducing frictional resistance and fundamentally solving the wear problem. Furthermore, the needle roller bearing has a higher load-bearing capacity than the bushing structure, effectively solving the bushing feedback problem. However, the needle roller bearing's rotational resistance is too low, easily transmitting road surface excitation to the steering wheel through the steering system, resulting in a poor driving experience. Therefore, a damping mechanism is added inside the original thrust bearing to increase rotational resistance. However, the magnitude of the damping force is difficult to determine, and these damping mechanisms are often made of non-metallic materials, making them prone to feedback under heavy loads, leading to failure. Moreover, under heavy loads, with limited space in the kingpin, the available needle roller bearing specifications are limited, and the load-bearing capacity remains limited, unable to meet all load requirements.

[0006] One proposed solution involves a kingpin design using a damping thrust tapered roller bearing with bushings / needle rollers. The kingpin is fitted to the front axle with a pin or interference fit to prevent rotation. The upper end of the kingpin uses a wear-resistant bushing, and the lower end uses a needle roller bearing, or vice versa. Regular grease injection is also required. Compared to the previous solution, this structure retains some bushing components, providing some rotational resistance and facilitating the determination of the damping force of the thrust bearing. However, under heavy loads and limited kingpin space, the damping mechanism is prone to feedback, and the needle roller bearing's capacity is limited, failing to meet all load requirements.

[0007] One proposed solution involves using a tapered roller bearing combined with a spherical plain bearing or an angular contact ball bearing. The kingpin employs a tapered pin fit to prevent rotation. The upper end of the kingpin uses a tapered roller bearing, while the lower end uses a spherical plain bearing or an angular contact bearing. This design achieves maintenance-free operation by using self-lubricating bearings or high-performance grease. The use of bearings at both ends addresses wear issues. Furthermore, the rotational resistance of tapered roller bearings, spherical plain bearings, and angular contact ball bearings is greater than that of needle roller bearings, thus improving the user's driving experience. Within the same space, the load-bearing capacity of these three types of bearings is significantly greater than that of needle roller bearings. However, this structure transfers the load to the bearing through the tightening torque of the nut (unlike the first two types which transfer it directly). This requires a large nut tightening torque, and the greater the load, the greater the tightening torque. Under heavy loads and with limited kingpin space, the nut size cannot be infinitely increased, and it is not easy to disassemble and install nuts with high tightening torques in the aftermarket.

[0008] No effective solution has yet been proposed to address the above issues. Summary of the Invention

[0009] The main objective of this invention is to provide a kingpin assembly and vehicle for commercial vehicles, in order to solve the problems of wear, insufficient load-bearing capacity, poor driving experience and inconvenient maintenance of traditional kingpin assemblies under high load conditions in the prior art.

[0010] According to one aspect of the present invention, a kingpin assembly for a commercial vehicle is provided, comprising: a kingpin passing through the front axle of the vehicle, with both ends of the kingpin extending to the outer side of the front axle, both ends of the kingpin being connected to a steering knuckle via rolling portions; and a thrust tapered roller bearing disposed on one end of the kingpin, the thrust tapered roller bearing being located between the rolling portion and the front axle.

[0011] Furthermore, a first receiving cavity is provided in the middle of the steering knuckle, a portion of the front axle is located in the first receiving cavity, the thrust tapered roller bearing is disposed in the first receiving cavity, and the upper end face of the thrust tapered roller bearing abuts against the bottom of the front axle, a portion of the lower end face of the thrust tapered roller bearing abuts against the bottom wall of the first receiving cavity, and another portion of the thrust tapered roller bearing is interference-fitted with the cavity wall of the first receiving cavity, and the middle part of the kingpin passes through the first receiving cavity.

[0012] Furthermore, the rolling part includes a double-row tapered roller bearing, and the steering knuckle is also provided with a second receiving cavity. The double-row tapered roller bearing is disposed in the second receiving cavity, which is located below the first receiving cavity and communicates with it. The double-row tapered roller bearing is disposed at the first end of the kingpin, and the thrust tapered roller bearing is located between the double-row tapered roller bearing and the front axle. The inner surface of the double-row tapered roller bearing has a clearance fit with the kingpin, and the outer surface of the double-row tapered roller bearing has an interference fit with the steering knuckle.

[0013] Furthermore, a first opening is provided on the side of the second receiving cavity away from the thrust tapered roller bearing, and a kingpin cover plate is provided at the first opening. A grease nipple for communicating with the second receiving cavity is provided on the kingpin cover plate.

[0014] Furthermore, the rolling part includes a spherical bearing, and the steering knuckle is also provided with a third receiving cavity. The spherical bearing is disposed in the third receiving cavity. The third receiving cavity is located at the top of the first receiving cavity and communicates with the first receiving cavity. The spherical bearing is disposed at the second end of the kingpin.

[0015] Furthermore, the third receiving cavity is provided with a second opening on the side away from the front axle, and a cover plate structure is provided at the second opening.

[0016] Furthermore, the third receiving cavity is provided with a second opening on the side away from the front axle, and the sidewall of the second opening is connected to the vehicle brake connector, and a portion of the vehicle brake connector and the sidewall of the third receiving cavity are enclosed to form a sealed structure.

[0017] Furthermore, an annular step is provided inside the third receiving cavity, which divides the third receiving cavity into an upper cavity and a lower cavity. The joint bearing is disposed in the upper cavity, and the lower cavity communicates with the first receiving cavity. A kingpin oil seal is disposed in the lower cavity, and a gasket is disposed on the outside of the kingpin oil seal. The gasket is located between the top surface of the front axle and the top wall of the first receiving cavity.

[0018] Furthermore, the inner circular surface of the spherical bearing is interference-fitted with the kingpin.

[0019] According to another aspect of the present invention, a vehicle is provided, including a kingpin assembly, said kingpin assembly being the kingpin assembly described above.

[0020] By applying the technical solution of this invention, rolling portions are provided at both ends of the kingpin to cooperate with thrust tapered roller bearings. The rolling portions are used to bear the radial load of the kingpin assembly, and the thrust tapered roller bearings are used to bear the axial load of the kingpin. That is, the kingpin assembly with this structure can effectively decompose the loads from various system directions of the vehicle to the rolling portions and the thrust tapered roller bearings, effectively avoiding the problem of the kingpin assembly being crushed due to excessive load on the same load-bearing component at the same time. In other words, the kingpin assembly of this application can further improve the load-bearing capacity of the kingpin assembly. At the same time, the kingpin assembly with this structure has a simple structure and is easy to install, which effectively improves the safety performance of vehicles with this kingpin assembly, especially for heavy-duty commercial vehicles, further improving the practicality of the kingpin assembly. Attached Figure Description

[0021] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0022] Figure 1 A schematic cross-sectional view of the overall structure of an embodiment of a kingpin assembly for a commercial vehicle according to the present invention is shown.

[0023] The above figures include the following reference numerals:

[0024] 1. Front axle of a vehicle; 2. Steering knuckle; 3. Kingpin; 4. Spherical plain bearing; 5. Double row tapered roller bearing; 6. Thrust tapered roller bearing; 7. Kingpin cover plate; 8. Kingpin oil seal; 10. Vehicle brake connection parts; 11. Gasket; 12. Grease nipple;

[0025] 21. First receiving cavity; 22. Second receiving cavity; 23. Third receiving cavity; 231. Annular step; 232. Upper cavity; 233. Lower cavity. Detailed Implementation

[0026] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0027] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0028] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a 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.

[0029] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0030] Combination Figure 1 As shown in the specific embodiment of this application, a kingpin assembly for commercial vehicles is provided.

[0031] Specifically, a kingpin assembly for a commercial vehicle includes a kingpin 3, which passes through the front axle 1 of the vehicle and has both ends extending to the outside of the front axle 1. Both ends of the kingpin 3 are connected to the steering knuckle 2 through rolling portions. A thrust tapered roller bearing 6 is disposed on one end of the kingpin 3 and is located between the rolling portion and the front axle 1.

[0032] In this embodiment, rolling portions are provided at both ends of the kingpin to cooperate with thrust tapered roller bearings. The rolling portions are used to bear the radial load of the kingpin assembly, and the thrust tapered roller bearings are used to bear the axial load of the kingpin. That is, the kingpin assembly with this structure can effectively decompose the loads from various system directions of the vehicle to the rolling portions and the thrust tapered roller bearings, effectively avoiding the problem of the kingpin assembly being crushed due to excessive load on the same load-bearing component at the same time. That is, the kingpin assembly of this application can further improve the load-bearing capacity of the kingpin assembly. At the same time, the kingpin assembly with this structure has a simple structure and is easy to install, which effectively improves the safety performance of the vehicle with this kingpin assembly, especially suitable for heavy-duty commercial vehicles, further improving the practicality of the kingpin assembly.

[0033] The thrust tapered roller bearing 6 is designed to withstand greater axial and radial loads, allowing the kingpin 3 to more stably support the vehicle's weight during operation and effectively withstand impacts from changes in road conditions. By placing the thrust tapered roller bearing 6 at one end of the kingpin 3, between the rolling portion and the front axle 1, this structure optimizes the connection between the steering knuckle 2 and the kingpin 3, reducing friction and wear, thereby improving steering agility and smoothness, and enhancing vehicle handling performance. Using the thrust tapered roller bearing 6 instead of the traditional connection method reduces the maintenance requirements of the kingpin assembly, decreases the failure rate due to bearing damage, and thus extends the service life of the entire assembly.

[0034] Specifically, a first receiving cavity 21 is provided in the middle of the steering knuckle 2, a portion of the front axle 1 is located in the first receiving cavity 21, a thrust tapered roller bearing 6 is provided in the first receiving cavity 21, and the upper end face of the thrust tapered roller bearing 6 abuts against the bottom of the front axle 1, a portion of the lower end face of the thrust tapered roller bearing 6 abuts against the bottom wall of the first receiving cavity 21, and another portion of the thrust tapered roller bearing 6 is interference-fitted with the cavity wall of the first receiving cavity 21, and the middle part of the kingpin 3 passes through the first receiving cavity 21.

[0035] In this embodiment, the thrust tapered roller bearing 6, due to its structural characteristics, can withstand large radial and axial loads. Using it to connect the steering knuckle 2 and the front axle 1 significantly enhances the load-bearing capacity of this part, ensuring stability and safety during vehicle operation. The precise fit between the thrust tapered roller bearing 6, the front axle 1, and the steering knuckle 2 effectively reduces direct contact between them, lowering the wear rate. Simultaneously, the bearing helps absorb and mitigate vibrations caused by uneven road surfaces, improving ride comfort. The design of the first receiving cavity 21 of the steering knuckle 2 allows the kingpin 3 to be more securely inserted, increasing the rigidity of the steering system and contributing to improved vehicle handling and responsiveness. Furthermore, the upper and lower end faces of the thrust tapered roller bearing 6 contact the bottom of the front axle 1 and the bottom wall of the first receiving cavity 21, respectively, forming stable support points that help maintain good steering accuracy. Integrating the thrust tapered roller bearing 6 into the first receiving cavity 21 of the steering knuckle 2 simplifies the disassembly and assembly process during vehicle maintenance. In addition, the interference fit design reduces the possibility of bearing loosening, lowers the frequency of periodic inspections, and improves overall maintenance efficiency.

[0036] Specifically, the rolling part includes a double-row tapered roller bearing 5. The steering knuckle 2 also has a second receiving cavity 22. The double-row tapered roller bearing 5 is disposed within the second receiving cavity 22, which is located below the first receiving cavity 21 and is connected to it. The double-row tapered roller bearing 5 is disposed at the first end of the kingpin 3. A thrust tapered roller bearing 6 is located between the double-row tapered roller bearing 5 and the front axle 1. The inner surface of the double-row tapered roller bearing 5 has a clearance fit with the kingpin 3, while the outer surface of the double-row tapered roller bearing 5 has an interference fit with the steering knuckle 2. A connecting protrusion is provided at the lower end of the thrust tapered roller bearing 6, and the connecting protrusion has an interference fit with the wall of the through hole connecting to the second cavity.

[0037] In this embodiment, the use of double-row tapered roller bearings 5 ​​and thrust tapered roller bearings 6 significantly improves the stability and load-bearing capacity of the steering system. The tapered roller bearings are designed to withstand combined radial and axial loads, thus effectively transmitting and dispersing forces from the road surface during vehicle steering, ensuring smooth movement between the steering knuckle 2 and the kingpin 3. Because the inner surface of the double-row tapered roller bearing 5 has a clearance fit with the kingpin 3, direct contact between them is reduced, thereby lowering friction and making steering operation smoother. The interference fit between the outer ring of the bearing and the steering knuckle 2 ensures that the bearing is firmly fixed to the steering knuckle 2, avoiding additional friction or noise caused by loosening. Placing the double-row tapered roller bearing 5 in a specific position and combining it with the thrust tapered roller bearing 6 forms a compact and high-strength rolling system. This design effectively resists the torque and other forces generated during vehicle cornering, reducing component wear and extending service life. The interference fit between the connecting protrusion at the lower end of the thrust tapered roller bearing 6 and the bore wall further strengthens the connection between the bearing and the front axle 1, improving the rigidity and reliability of the overall structure. This helps prevent component displacement or failure under extreme driving conditions.

[0038] Specifically, the second receiving cavity 22 has a first opening on the side away from the thrust tapered roller bearing 6, and a kingpin cover plate 7 is provided at the first opening. The kingpin cover plate 7 is provided with a grease nipple 12 for communicating with the second receiving cavity 22.

[0039] In this embodiment, by providing a grease nipple 12 on the kingpin cover plate 7, lubricating grease can be directly injected into the second receiving cavity 22, ensuring lubrication of the thrust tapered roller bearing 6 during operation, thereby reducing bearing wear and extending its service life. Lubrication can be completed directly through the grease nipple 12 without disassembling the kingpin cover plate 7 or other components, reducing maintenance time and costs, and avoiding potential equipment damage due to improper disassembly. Providing the kingpin cover plate 7 at the first opening and ensuring its sealing effectively prevents external impurities such as dust and moisture from entering the second receiving cavity 22, protecting the internal thrust tapered roller bearing 6 from contamination, extending bearing service life, and improving the overall performance of the equipment. This design optimizes the internal structure of the equipment, making the lubrication system layout more rational. Lubrication through the grease nipple 12 on the kingpin cover plate 7 avoids excessive or insufficient grease, ensuring lubrication balance during equipment operation and improving equipment reliability and safety. With the grease nipple 12, maintenance personnel can more easily monitor the lubrication status of the bearing and adjust the lubrication strategy in a timely manner when necessary, such as increasing the lubrication frequency or changing the type of grease, to adapt to different working environments and conditions and improve the adaptability and flexibility of the equipment.

[0040] Specifically, the rolling part includes a spherical bearing 4, and the steering knuckle 2 is also provided with a third receiving cavity 23. The spherical bearing 4 is disposed in the third receiving cavity 23. The third receiving cavity 23 is located at the top of the first receiving cavity 21 and communicates with the first receiving cavity 21. The spherical bearing 4 is disposed at the second end of the kingpin 3.

[0041] In this embodiment, the use of the spherical bearing 4 not only allows it to withstand axial and radial loads, but also effectively improves the load-bearing capacity of the kingpin assembly.

[0042] Specifically, the third receiving cavity 23 has a second opening on the side away from the front axle 1, and a cover plate structure is provided at the second opening.

[0043] In this embodiment, by providing a second opening and a cover structure, the interior of the third receiving cavity 23 can be inspected and maintained without disassembling the entire device or moving the front shaft 1. The cover structure allows engineers or maintenance personnel direct access to the components in the third receiving cavity 23, which is highly advantageous for replacing parts, cleaning the interior, or troubleshooting. When the cover is closed, it protects the components within the third receiving cavity 23 from external environmental influences such as dust, moisture, or physical damage, thereby extending the service life of these components.

[0044] In another embodiment of this application, the third receiving cavity 23 is provided with a second opening on the side away from the front axle 1, and the sidewall of the second opening is connected to the vehicle brake connector 10. A portion of the vehicle brake connector 10 and the sidewall of the third receiving cavity 23 are enclosed to form a sealed structure.

[0045] In this embodiment, forming a sealed structure between the vehicle brake connector 10 and the sidewall of the third receiving cavity 23 enhances the overall structural stability of the braking system. This design effectively protects the vehicle brake connector 10 by isolating it from external environmental factors (such as dust and moisture), reducing corrosion and wear, thereby extending its service life and ensuring the safety and reliability of the braking system. By providing a second opening on the side of the third receiving cavity 23 away from the front axle 1 and connecting it to the vehicle brake connector 10, the vehicle's interior space can be utilized more effectively. This layout avoids the vehicle brake connector 10 occupying space for other important vehicle components, contributing to a more compact vehicle design while maintaining appropriate clearances between components for easy maintenance and inspection. Connecting the vehicle brake connector 10 to the sidewall of the third receiving cavity 23 to form a sealed structure simplifies the installation and maintenance process of the braking system. This design makes the installation position of the vehicle brake connector 10 more clearly defined and easier to operate. In one embodiment of this application, the vehicle brake connector 10 may be a vehicle brake caliper connector, brake line connector, or sensor bracket.

[0046] Specifically, an annular step 231 is provided in the third receiving cavity 23, which divides the third receiving cavity 23 into an upper cavity 232 and a lower cavity 233. The spherical bearing 4 is located in the upper cavity 232, and the lower cavity 233 is connected to the first receiving cavity 21. A kingpin oil seal 8 is provided in the lower cavity 233, and a gasket 11 is provided on the outside of the kingpin oil seal 8. The gasket 11 is located between the top surface of the front axle 1 and the top wall of the first receiving cavity 21.

[0047] In this embodiment, the annular step 231 effectively divides the third receiving cavity 23 into two independent cavities, namely the upper cavity 232 and the lower cavity 233. This separation allows for better functional integration of different components. For example, the upper cavity 232 is used to install the spherical bearing 4, while the lower cavity 233 can be used for the arrangement of the oil seal and lubrication system, improving the overall sealing performance and lubrication effect, reducing mutual interference between components, and extending service life. The kingpin oil seal 8 is installed in the lower cavity 233 to effectively prevent lubricating oil leakage from the kingpin 3, while protecting the kingpin 3 from external dust and moisture. A gasket 11 is installed on the outside of the oil seal to further fill the tolerances generated during the processing of the entire kingpin system, improving the stability of the kingpin assembly. By placing different components in the upper cavity 232 and the lower cavity 233 respectively, and by installing a gasket 11 between the spherical bearing 4 and the kingpin oil seal 8, the overall structure is more rationally laid out, facilitating daily maintenance and repair.

[0048] Furthermore, in this embodiment, the inner circular surface of the spherical plain bearing 4 is interference-fitted with the kingpin 3. Of course, in other embodiments of this application, the spherical plain bearing 4 and the kingpin 3 can be connected via splines or other fitting methods. In this embodiment, an interference fit means that the inner diameter of the spherical plain bearing 4 is smaller than the outer diameter of the kingpin 3. During assembly, external force is used to press the spherical plain bearing 4 onto the kingpin 3, forming a tight connection. Since there is almost no gap between the spherical plain bearing 4 and the kingpin 3, the contact area and friction between the components are significantly increased, thereby enhancing the connection strength and stability. This helps reduce relative displacement and vibration during movement, thus improving the overall system's working accuracy. The interference fit can generate preload within the spherical plain bearing 4, making the contact between its inner and outer rings and rolling elements more uniform when bearing external loads, reducing the possibility of localized wear, thereby increasing wear resistance and extending service life. The interference fit design allows for a more compact connection between the spherical plain bearing 4 and the kingpin 3, helping to optimize the spatial layout of the device, making it smaller and lighter, while maintaining sufficient load-bearing capacity and freedom of movement.

[0049] In another embodiment of this application, the inner circular surface of the spherical bearing 4 is interference-fitted with the kingpin 3, which can be an assembly method such as thermal expansion fit, cold contraction fit, press fit, elastic deformation fit, hydraulic expansion method, etc.

[0050] In another embodiment of the present invention, a vehicle is provided, including a kingpin assembly, which is any of the kingpin assemblies described in the above embodiments. In this embodiment, the kingpin assembly, as a core component of the vehicle steering system, can significantly improve vehicle stability and handling performance through its improvement. By optimizing the structural design of the kingpin, friction and vibration during steering can be reduced. The improved kingpin assembly design can effectively reduce the noise level of the vehicle during driving. By reducing unnecessary friction and vibration between components, a quieter driving environment can be created, enhancing the driving experience.

[0051] In another embodiment of this application, a highly reliable kingpin structure suitable for heavy-duty commercial vehicles is provided. Compared with the prior art, the advantages of this application are: the upper end of the kingpin 3 uses a spherical plain bearing 4, and the lower end uses a double-row tapered roller bearing 5, changing the sliding friction of the original bushing structure to rolling friction, fundamentally solving the kingpin wear problem. The use of bearings at both ends improves load-bearing capacity and solves the original bushing pressure feedback problem. The use of a thrust tapered roller bearing 6, together with the spherical plain bearing 4 and the double-row tapered roller bearing 5, provides appropriate rotational resistance, solving the problems of low rotational resistance in needle roller bearings, poor user driving experience, and difficulty in controlling the resistance of damping thrust bearings. Within the same spatial dimensions, the load-bearing capacity of the spherical plain bearing 4 and the double-row tapered roller bearing 5 is much greater than that of needle roller bearings, making it more suitable for heavy-duty conditions. This kingpin structure has a simple load-transfer method, is not limited by manufacturing processes, and is easy to install and disassemble.

[0052] Specifically, its working method is as follows: the kingpin 3 passes through the kingpin hole of the front axle 1 and is interference-fitted with the front axle 1; the upper part of the kingpin 3 adopts a spherical plain bearing 4, the inner diameter of the spherical plain bearing 4 is interference-fitted with the kingpin 3, and the outer diameter is clearance-fitted with the steering knuckle 2; the lower part of the kingpin 3 adopts a double-row tapered roller bearing 5, the inner diameter of the double-row tapered roller bearing 5 is clearance-fitted with the kingpin 3, and the outer diameter is interference-fitted with the steering knuckle 2; the thrust tapered roller bearing 6 is located between the front axle 1 and the steering knuckle 2, the upper end face is in contact with the front axle 1, the lower end face is in contact with the steering knuckle 2, the kingpin 3 passes through it, and the thrust tapered roller bearing 6 is provided with a boss, which is interference-fitted with the hole of the steering knuckle 2; a shim 11 is provided between the front axle 1 and the kingpin oil seal 8 to adjust the tolerances generated by the machining and assembly of various parts.

[0053] The spherical plain bearing 4 is a self-lubricating bearing with an internal self-lubricating coating, requiring no maintenance. A vehicle brake connector 10 or a kingpin cover 7 is installed at the upper end of the spherical plain bearing 4, using a stop fit and equipped with an O-ring seal. A combined kingpin oil seal 8 is designed at the lower end of the spherical plain bearing 4, forming a seal together with the upper O-ring seal to prevent external impurities from entering the interior of the spherical plain bearing 4. In another embodiment of this application, high-performance grease can also be added to the spherical plain bearing 4 to achieve self-lubrication without maintenance.

[0054] In one embodiment of this application, the double-row tapered roller bearing 5 is provided with a metal spacer to adapt to the dimensional tolerances of the parts in production, so as to better control and ensure that the bearing clearance reaches the ideal state under the condition of being installed, and to ensure the service life of the bearing.

[0055] The thrust tapered roller bearing 6 is equipped with a corresponding sealing mechanism, which works in conjunction with parts such as the steering knuckle 2 and the kingpin 3 to ensure that external impurities do not enter it, and to ensure that the grease can be smoothly discharged under a certain grease injection pressure, thus ensuring the maintenance and lubrication of the bearing.

[0056] The double-row tapered roller bearing 5 is provided with a kingpin cover plate 7 at the bottom, and the other steering knuckles 2 are threaded to preload the double-row tapered roller bearing 5 to ensure normal use of the bearing; at the same time, a grease nipple 12 is provided on it for adding grease.

[0057] The lower bearing hole of the steering knuckle 2 and the surface of the kingpin 3 are provided with corresponding lubrication channels to ensure that the grease can flow smoothly from the double-row tapered roller bearing 5 into the thrust tapered roller bearing 6 during grease injection.

[0058] In this application, the kingpin assembly can also be implemented in the following ways: the spherical plain bearing 4 is replaced with a maintenance-required bearing, that is, a grease nipple 12 and oil passage are added to the upper end of the kingpin 3 or on the kingpin 3, and grease lubrication is used. The spherical plain bearing 4 is replaced with an angular contact ball bearing, and a lock nut is added to the upper part of the kingpin 3 (the angular contact ball bearing can also be self-lubricated or grease lubricated). The inner ring of the double row tapered roller bearing 5 is made into an integrated type, that is, the two bearings share one inner ring, or the metal spacer in the middle of the bearing is removed, or the bearing is replaced with a bearing unit structure. The thrust tapered roller bearing 6 is equipped with a damping structure, the connection method of the kingpin cover plate 7 is changed from threaded connection to bolted connection, the arrangement of the lubrication oil passage on the steering knuckle 2 and the kingpin 3, and the sealing scheme of the upper end of the kingpin 3: such as using an O-ring seal + ordinary oil seal or double O-ring seal, etc. The lubrication scheme of the lower end of the kingpin 3: if the double row tapered roller bearing 5 uses high-performance grease that does not require maintenance, a lubrication oil passage is added in the middle of the kingpin 3 to ensure that the grease directly enters the thrust bearing for lubrication during grease injection. The positions of the spherical plain bearing 4 and the double-row tapered roller bearing 5 are interchangeable.

[0059] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0060] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0061] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0062] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A kingpin assembly for commercial vehicles, characterized in that, include: The kingpin (3) passes through the front axle (1) of the vehicle, and both ends of the kingpin (3) extend to the outside of the front axle (1). Both ends of the kingpin (3) are connected to the steering knuckle (2) through a rolling part. A thrust tapered roller bearing (6) is disposed on one end of the kingpin (3) and the thrust tapered roller bearing (6) is located between the rolling part and the front shaft (1).

2. The main pin assembly according to claim 1, characterized in that, The steering knuckle (2) has a first receiving cavity (21) in the middle. Part of the front axle (1) is located in the first receiving cavity (21). The thrust tapered roller bearing (6) is located in the first receiving cavity (21). The upper end face of the thrust tapered roller bearing (6) abuts against the bottom of the front axle (1). The lower end face of part of the thrust tapered roller bearing (6) abuts against the bottom wall of the first receiving cavity (21). The other part of the thrust tapered roller bearing (6) is interference-fitted with the cavity wall of the first receiving cavity (21). The middle part of the kingpin (3) passes through the first receiving cavity (21).

3. The main pin assembly according to claim 2, characterized in that, The rolling part includes a double-row tapered roller bearing (5), and the steering knuckle (2) is also provided with a second receiving cavity (22). The double-row tapered roller bearing (5) is disposed in the second receiving cavity (22). The second receiving cavity (22) is located below the first receiving cavity (21), and the first receiving cavity (21) and the second receiving cavity (22) are connected. The double-row tapered roller bearing (5) is disposed at the first end of the kingpin (3). The thrust tapered roller bearing (6) is located between the double-row tapered roller bearing (5) and the front axle (1). The inner surface of the double-row tapered roller bearing (5) is clearance-fitted with the kingpin (3), and the outer surface of the double-row tapered roller bearing (5) is interference-fitted with the steering knuckle (2).

4. The main pin assembly according to claim 3, characterized in that, The second receiving cavity (22) has a first opening on the side away from the thrust tapered roller bearing (6), and a kingpin cover plate (7) is provided at the first opening. The kingpin cover plate (7) is provided with a grease nipple (12) for communicating with the second receiving cavity (22).

5. The main pin assembly according to claim 2, characterized in that, The rolling part includes a spherical bearing (4), and the steering knuckle (2) is also provided with a third receiving cavity (23). The spherical bearing (4) is disposed in the third receiving cavity (23). The third receiving cavity (23) is located at the top of the first receiving cavity (21) and communicates with the first receiving cavity (21). The spherical bearing (4) is disposed at the second end of the kingpin (3).

6. The main pin assembly according to claim 5, characterized in that, The third accommodating cavity (23) has a second opening on the side away from the front axle (1), and a cover plate structure is provided at the second opening.

7. The main pin assembly according to claim 5, characterized in that, The third receiving cavity (23) has a second opening on the side away from the front axle (1). The sidewall of the second opening is connected to the vehicle brake connector (10). A portion of the vehicle brake connector (10) and the sidewall of the third receiving cavity (23) are enclosed to form a sealed structure.

8. The main pin assembly according to claim 5, characterized in that, The third receiving cavity (23) is provided with an annular step (231), which divides the third receiving cavity (23) into an upper cavity (232) and a lower cavity (233). The joint bearing (4) is provided in the upper cavity (232). The lower cavity (233) is connected to the first receiving cavity (21). The lower cavity (233) is provided with a kingpin oil seal (8). A gasket (11) is provided on the outside of the kingpin oil seal (8). The gasket (11) is located between the top surface of the front axle (1) and the top wall of the first receiving cavity (21).

9. The main pin assembly according to claim 5, characterized in that, The inner surface of the spherical bearing (4) is interference-fitted with the kingpin (3).

10. A vehicle comprising a kingpin assembly, characterized in that, The main pin assembly is the main pin assembly as described in any one of claims 1 to 9.

Images