A linear displacement turning speed reduction system for industrial vehicles

Abstract

The present invention discloses a linear displacement turning and deceleration system for industrial vehicles, comprising a steering axle, with fixed kingpins mounted at both ends of the steering axle, the kingpins being mounted with steering knuckles that rotate about a vertical axis, the steering knuckles being mounted with steering wheels that rotate about a horizontal axis, the steering axle being mounted with a steering cylinder connected to the steering knuckles and driving the steering wheels, the steering axle being mounted with a detection assembly for detecting the lateral movement distance of the steering cylinder, the detection assembly being connected to a controller for adjusting the speed of the steering wheels by adjusting the speed of the drive wheels according to the lateral movement distance. The linear displacement turning and deceleration system for industrial vehicles enables the automatic control technology of turning and deceleration to be applied to industrial vehicles whose kingpins do not rotate with the steering wheels.

Description

Technical Field

[0001] The present invention relates to the technical field of industrial vehicles, and in particular to a linear displacement turning and speed reduction system for industrial vehicles. Background Art

[0002] The steering axles of industrial vehicles such as forklifts and large-tonnage tractors are generally driven by transverse cylinders. There are generally two types of transverse cylinder steering axles. One type has the kingpin rotating with the steering wheel and is generally used in light working conditions; the other type has the kingpin not rotating with the steering wheel and is generally used in heavy working conditions.

[0003] In the automatic control technology of cornering speed reduction, for the kingpin in the steering axle that rotates with the wheel, a detection component such as a rotary potentiometer is generally installed on the kingpin to achieve voltage changes, thereby monitoring the wheel position to control the motor speed. However, for the kingpin in the steering axle that does not rotate with the wheel, this cannot be achieved through the above method, so the vehicle cannot apply the above-mentioned cornering speed reduction technology.

[0004] Therefore, how to provide an industrial vehicle linear displacement turning and speed reduction system that solves the above technical problems is a technical problem that technical personnel in this field urgently need to solve. Summary of the Invention

[0005] The purpose of the present invention is to provide an industrial vehicle linear displacement turning speed reduction system, so that the industrial vehicle whose kingpin does not rotate with the steering wheel can apply the automatic control technology of turning speed reduction.

[0006] To achieve the above-mentioned objectives, the present invention provides an industrial vehicle linear displacement turning and deceleration system, comprising a steering axle body, wherein fixed kingpins are installed at both ends of the steering axle body, the kingpin is installed with a steering knuckle rotating around a vertical axis, the steering knuckle is installed with a steering wheel rotating around a horizontal axis, the steering axle body is installed with a steering cylinder connected to the steering knuckle and driving the steering wheel to steer, the steering axle body is installed with a detection component for detecting the lateral movement distance of the steering cylinder, the detection component is connected to a controller, and the controller is used to adjust the speed of the steering wheel by adjusting the speed of the drive wheel according to the lateral movement distance.

[0007] Preferably, the detection component includes a sensor and an inductive element. The sensor is connected to a controller. The sensor is configured to output different signals to the controller when the inductive element is located at different positions of the sensor.

[0008] Preferably, the sensor is used to be fixed relative to the steering axle body, and the sensing element is used to be fixed relative to the steering cylinder, or; the sensor is used to be fixed relative to the steering cylinder, and the sensing element is used to be fixed relative to the steering axle body.

[0009] Preferably, it further comprises a connecting rod installed on the steering cylinder and moving laterally with the steering cylinder, and the detection component is used to detect the lateral movement distance of the connecting rod.

[0010] Preferably, the induction member includes a fastening portion and a magnet portion, and the magnet portion is arranged at the tail end of the fastening portion.

[0011] Preferably, the connecting rod is provided with a mounting hole for mounting and fixing the sensing component, and the magnetic part is embedded in the connecting rod; the sensor is mounted and fixed on the steering axle body.

[0012] Preferably, the sensor and the induction element are both centrally arranged.

[0013] Preferably, the sensor includes a box body and a plurality of potentiometers built in the box body, and when the induction element is located in a detection area of ​​any of the potentiometers, the sensor outputs a voltage signal of the potentiometer.

[0014] Preferably, all the potentiometers are arranged equidistantly at a preset distance, the detection areas of the potentiometers are continuous without gaps, and / or; all the potentiometers are gradually set with a preset voltage difference, and the voltage signals of the potentiometers decrease in steps.

[0015] Preferably, the voltage signal output by the sensor includes a median voltage signal, a first group of voltage signals, a second group of voltage signals, a third group of voltage signals and a fourth group of voltage signals distributed outward in sequence with the median voltage signal as the central axis, and the controller is used to not reduce speed at the median voltage signal and between the median voltage signal and the first group of voltage signals, to reduce speed at a first reduction rate between the median voltage signal and the second group of voltage signals, to reduce speed at a second reduction rate between the first group of voltage signals and the third group of voltage signals, and to reduce speed at a third reduction rate between the second group of voltage signals and the fourth group of voltage signals, the first reduction rate is greater than the second reduction rate, which is greater than the third reduction rate, and the three stages of speed reduction have a smooth transition.

[0016] Compared with the above-mentioned background technology, the industrial vehicle linear displacement turning and deceleration system provided by the present invention includes a steering axle body, fixed kingpins are installed at both ends of the steering axle body, the kingpin is installed with a steering knuckle rotating around a vertical axis, the steering knuckle is installed with a steering wheel rotating around a horizontal axis, the steering axle body is installed with a steering cylinder connected to the steering knuckle and driving the steering wheel to steer, the steering axle body is installed with a detection component for detecting the lateral movement distance of the steering cylinder, and the detection component is connected to a controller for adjusting the rotational speed of the steering wheel according to the lateral movement distance.

[0017] During operation, the steering cylinder telescopes, driving the steering wheel via the steering knuckle. A detection assembly detects the lateral movement of the steering cylinder, and the distance detected corresponds to the steering angle of the steering wheel. A controller then adjusts the steering wheel's rotational speed based on this lateral movement, achieving automatic deceleration during steering. This system detects steering using linear motion, eliminating the need to detect the steering wheel's rotational motion. This allows industrial vehicles whose kingpins do not rotate with the steering wheels to utilize automatic deceleration during steering. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] 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 merely embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0019] Figure 1 A schematic structural diagram of a linear displacement turning and speed reduction system for industrial vehicles provided by an embodiment of the present invention;

[0020] Figure 2 A first plan view of a detection assembly provided in an embodiment of the present invention;

[0021] Figure 3 A second plan view of a detection assembly provided in an embodiment of the present invention;

[0022] Figure 4 A schematic diagram of the structure of a detection component provided in an embodiment of the present invention;

[0023] Figure 5 A schematic diagram of the relationship between voltage signal and displacement provided by an embodiment of the present invention.

[0024] in:

[0025] 1-steering axle body, 2-steering wheel, 3-steering cylinder, 4-steering knuckle, 5-kingpin, 6-connecting rod, 7-detection assembly, 71-sensor, 72-sensing part, 710-box body, 721-fastening part, 722-magnet part, 7101-waist-shaped hole, 7102-circular hole. DETAILED DESCRIPTION

[0026] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only 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 making creative efforts are within the scope of protection of the present invention.

[0027] In order to enable those skilled in the art to better understand the solutions of the present invention, the present invention is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0028] Please refer to Figures 1 to 5 ,in, Figure 1 This is a schematic diagram of the structure of the linear displacement turning and speed reduction system for industrial vehicles provided by an embodiment of the present invention. Figure 2 A first plan view of a detection assembly provided in an embodiment of the present invention, Figure 3 A second plan view of a detection assembly according to an embodiment of the present invention is provided. Figure 4 A schematic diagram of the structure of a detection component provided in an embodiment of the present invention, Figure 5 A schematic diagram of the relationship between voltage signal and displacement provided by an embodiment of the present invention.

[0029] In a first specific embodiment, the industrial vehicle linear displacement turning deceleration system provided by the present invention includes a steering axle body 1, a steering wheel 2, a steering cylinder 3, a steering knuckle 4, a kingpin 5 and a detection component 7.

[0030] The arrangement of the steering axle body 1, the steering wheel 2, the steering cylinder 3, the steering knuckle 4 and the kingpin 5 is similar to that of a traditional steering axle.

[0031] The kingpin 5 is installed at both ends of the steering axle body 1, and is connected to the upper and lower surfaces of the steering axle body 1 through bearings, bushings, etc. The kingpin 5 is in a fixed state; the steering knuckle 4 is installed on the kingpin 5 and is connected through a bearing. The steering knuckle 4 is in a state of rotation around the vertical axis relative to the kingpin 5; the steered wheel 2 is installed on the steering knuckle 4, and is in a state of rotation around the horizontal axis relative to the steering knuckle 4; the steering cylinder 3 is installed on the steering axle body 1, and the steering cylinder 3 is connected to the steering knuckle 4 through a transmission rod, and both ends of the transmission rod are rotationally connected.

[0032] In summary, the steered wheel 2 rotates around the transverse axis on the steering bridge body 1 to achieve normal driving; the piston rod of the steering cylinder 3 moves laterally to achieve the turning and reversing of the steered wheel 2 to the left and right.

[0033] On this basis, the steering axle body 1 is equipped with a detection component 7, and the detection component 7 is connected to a controller. The controller can be a control unit independently arranged on the steering axle or can be an original control system of the connected industrial vehicle.

[0034] In summary, the function of the detection component 7 is to detect the lateral movement of the steering cylinder 3, obtain the lateral movement distance of the steering cylinder 3, and input the displacement into the controller. The controller can further convert the displacement of the steering cylinder 3 into the steering angle of the steering wheel 2, thereby realizing turning and deceleration control of the steering wheel 2 according to the angle change of the steering wheel 2 and the turning and deceleration technology; in the turning and deceleration control, the controller adjusts the speed of the driving wheel on the industrial vehicle, and the steering wheel 2 moves with the driving wheel, thereby adjusting the speed of the steering wheel 2 by adjusting the speed of the driving wheel.

[0035] It should be noted that the steering cylinder 3, steering knuckle 4 and steering wheel 2 on the steering bridge body 1 are each provided on the left and right sides, and the steering cylinders 3 on the left and right sides move in opposite directions so that the steering wheels 2 on the left and right sides move in the same direction.

[0036] Taking left turn as an example, the left steering cylinder 3 is retracted, and the left steering knuckle 4 drives the steering wheel 2 to rotate counterclockwise, while the right steering cylinder 3 is extended, and the right steering knuckle 4 drives the steering wheel 2 to rotate counterclockwise, and the steering wheels 2 on both sides rotate synchronously.

[0037] In a specific process description, the steering cylinder 3 performs a telescopic movement, and the steering cylinder 3 drives the steering wheel 2 to steer through the steering knuckle 4; the detection component 7 detects the lateral movement of the steering cylinder 3, and the detected distance corresponds to the steering angle of the steering wheel 2, which is unrelated to the state of the kingpin 5. Then, the controller adjusts the speed of the steering wheel 2 according to the lateral movement distance, thereby realizing automatic deceleration of the steering wheel 2 during steering.

[0038] The linear displacement turning deceleration system for industrial vehicles detects steering in a linear motion manner, without the need to detect the rotational motion of the steering wheel 2 when turning. This enables industrial vehicles whose kingpin 5 does not rotate with the steering wheel 2 to apply the automatic control technology of turning deceleration.

[0039] It should be emphasized that one of the core improvements of the present invention is that the steering action of the steering axle is detected in the form of linear displacement. There is no need to detect the steering angle of the steering wheel 2 when turning, and it is unrelated to the state of the kingpin 5. This solves the problem of deceleration when turning industrial vehicles such as forklifts and tractors whose kingpin 5 does not rotate with the steering wheel 2, improves the longitudinal stability and heavy-load capacity of the vehicle, and effectively reduces vehicle safety accidents.

[0040] It should be noted that there are various detection principles and methods for the detection component 7, including but not limited to contact sensing and non-contact sensing. As long as the linear displacement can be detected, they should fall within the scope of the description of this embodiment.

[0041] Exemplarily, the detection component 7 includes two separate parts, namely a sensor 71 and a sensing element 72 that are independent of each other. One part is fixed relative to the steering cylinder 3 and moves with the steering cylinder 3, and the other part is fixed relative to the steering axle body 1, so that the displacement between the steering cylinder 3 and the steering axle body 1 is equivalent to the displacement between the sensor 71 and the sensing element 72.

[0042] Among them, the sensor 71 is connected to the controller. When the sensor 71 senses the sensing element 72, it sends a signal to the controller. On this basis, when the sensing element 72 is located at different positions of the sensor 71, the sensor 71 sends different signals to the controller. The controller can determine the displacement of the steering cylinder 3, that is, the steering angle of the steering wheel 2, according to the different signals.

[0043] It should be noted that there are various installation positions of the sensor 71 and the sensing component 72, including: the sensor 71 is fixed relative to the steering axle body 1, and the sensing component 72 is fixed relative to the steering cylinder 3; the sensor 71 is fixed relative to the steering cylinder 3, and the sensing component 72 is fixed relative to the steering axle body 1; all of which should fall within the scope of the description of this embodiment.

[0044] For example, in order to more conveniently realize the construction of the linear displacement turning and deceleration system for industrial vehicles, a connecting rod 6 is also included. In this case, there is no need to modify the original steering axle body 1, and only a set of connecting rods 6 needs to be added to the steering axle body 1.

[0045] In this embodiment, when the steering wheel is rotated to move the steering cylinder 3 left and right, the connecting rod 6 is driven to move left and right, thereby pushing the steering knuckle 4 to realize the steering of the steering wheel 2. At this time, the connecting rod 6 is installed on the steering cylinder 3 and moves laterally with the steering cylinder 3. The lateral movement distance of the connecting rod 6 is detected by the detection component 7, which is equivalent to detecting the displacement of the steering cylinder 3.

[0046] Exemplarily, the sensing element 72 is mounted on the connecting rod 6 , and the sensor 71 is mounted on the steering axle body 1 , and the two are arranged relative to each other to ensure that they are in a good detection range.

[0047] Specifically, the induction member 72 includes a fastening portion 721 and a magnet portion 722 . The magnet portion 722 is disposed at the rear end of the fastening portion 721 .

[0048] In this embodiment, the fastening portion 721 facilitates the installation of the sensing element 72. The magnetic portion 722 is a sensing magnet. The sensor 71 is a linear displacement sensor. The magnet senses the sensor voltage. Based on the voltage signal, the steering angle of the steering wheel 2 is monitored and the motor speed is further controlled to achieve cornering speed limit. The sensor adopts a Hall effect contactless sensor with a high protection level of IP67 and a long service life.

[0049] Exemplarily, the fastening portion 721 is a fixing bolt, and the connecting rod 6 is provided with a mounting hole with an internal thread. When the fixing bolt is installed in the mounting hole, the magnet portion 722 is embedded in the connecting rod 6. When the magnet moves left and right, the voltage of the linear sensor changes accordingly.

[0050] On this basis, a magnet is embedded in the fixing bolt, and the magnet has an S pole and an N pole. The sensing surface of the linear displacement sensor is the N pole, and the sensing magnet must be the S pole. The gap between the two is 3-5mm to ensure normal induced voltage output. Among them, the advantage of the linear displacement sensor and the sensing magnet having N poles and S poles is that they can prevent metal and other powders from entering the sensing distance and causing signal misjudgment.

[0051] Specifically, the sensor 71 and the induction element 72 are both centrally arranged.

[0052] In this embodiment, the sensor 71 and the sensing element 72 are both symmetrically arranged with the symmetry center of the steering bridge as the axis; when the steering angle of the steering bridge is zero, the sensing element 72 is located in the middle of the sensor 71, until the steering bridge turns, the sensing element 72 is located to the left or right of the center of the sensor 71.

[0053] More specifically, the sensor 71 includes a box body 710 and a plurality of potentiometers built into the box body 710 . When the sensing element 72 is located in a detection area of ​​any potentiometer, the sensor 71 outputs a voltage signal of the potentiometer.

[0054] In this embodiment, a waist-shaped hole 7101 and a circular hole 7102 are provided on the box body 710. The sensor 71 is installed on the steering bridge body 1 through fasteners and the waist-shaped hole 7101 and the circular hole 7102, which ensures the installation accuracy and simplifies the manufacturing and installation process requirements.

[0055] Furthermore, all potentiometers are arranged equidistantly at a preset distance, the detection areas of the potentiometers are continuous without gaps, and / or all potentiometers are gradually set with a preset voltage difference, and the voltage signals of the potentiometers decrease in steps.

[0056] Please refer to Figure 5 The potentiometer has a total of 22 embedded points, with a distance of 10mm between points and a sensing distance of 220mm; the voltage decreases monotonically from left to right, from 4.95V to 0.5V, and a speed point is set for each corresponding voltage point. When the sensing point is at the relative voltage potential, the controller controls the motor to output the corresponding speed, thereby achieving graded control of the vehicle's turning speed.

[0057] In this embodiment, in order to better solve the voltage idle stroke between the pre-buried points, the voltage points between the points adopt a continuous step type, and ensure that there is a voltage constant buffer zone with a spacing of 10mm between the points, which can perform more fine-grained graded speed reduction to avoid the occurrence of speed mutation phenomenon; the sensor adopts a linear buried point sensor, which has a long sensing distance, is easy to implement, easy to produce, and has low cost compared to the linear continuous voltage change sensor.

[0058] On this basis, the voltage signal output by the sensor 71 includes a median voltage signal, a first group of voltage signals, a second group of voltage signals, a third group of voltage signals and a fourth group of voltage signals distributed outward in sequence with the median voltage signal as the central axis. The controller is used to not reduce speed at the median voltage signal and between the median voltage signal and the first group of voltage signals, to reduce speed at a first reduction rate between the median voltage signal and the second group of voltage signals, to reduce speed at a second reduction rate between the first group of voltage signals and the third group of voltage signals, and to reduce speed at a third reduction rate between the second group of voltage signals and the fourth group of voltage signals. The first reduction rate is greater than the second reduction rate, which is greater than the third reduction rate, and the three stages of speed reduction have a smooth transition.

[0059] In this embodiment, when the voltage is greater than 4.95V and less than 0.5V, the steering wheel 2 is at the extreme left and right ends, and the speed is controlled at 3Km / h; when the voltage is between 2.3V and 2.7V, the vehicle does not slow down, ensuring that the vehicle travels in a straight line at the highest speed and runs smoothly; when the voltage is between 2.7V and 4.95V and 2.3V and 0.5V, the vehicle performs graded deceleration processing.

[0060] Specifically, ensure that after the tire is straightened, the median voltage is 2.5V, that is, the median voltage signal, and ensure that the median value of the potentiometer is within 5mm of left and right deviation after installation; when driving in a straight line, the steering wheel is properly fine-tuned, and when the voltage value is stable at 2.7V or 2.3V, that is, the first group of voltage signals, the speed does not decrease, the straight line driving is stable, the vehicle speed is 16Km / h, and the tire angle is ±4°; when the steering wheel 2 angle is ±10°, the vehicle speed is 9Km / h, the voltage value is 1.9V or 2.9V, that is, the second group of voltage signals; when the steering wheel 2 angle is ±45°, the vehicle speed is 7Km / h, the voltage value is 0.7V or 4.3V, that is, the third group of voltage signals; when the steering wheel 2 angle is ±58°, the left side of the steering wheel is turned all the way, the potentiometer value is ≥4.5V, that is, the fourth group of voltage signals, and the speed is 3Km / h; when the right side is turned all the way, the potentiometer value is ≤0.5V, that is, the fourth group of voltage signals, and the speed is 3Km / h.

[0061] When the tire angle is ±4° and ±10°, the vehicle speed changes linearly and the deceleration rate is large; when the tire angle is ±10° and ±45°, the vehicle speed changes linearly and the deceleration rate is moderate; when the tire angle is ±45° and ±58°, the vehicle speed changes linearly and the deceleration rate is relatively gentle; the three-level speed division section has a smooth transition without distortion or mutation.

[0062] It should be noted that, in this specification, relational terms such as first and second are merely used to distinguish one entity from other entities, but do not necessarily require or imply any actual relationship or order between these entities.

[0063] The above is a detailed introduction to the linear displacement turning and deceleration system for industrial vehicles provided by the present invention. This article uses specific examples to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only intended to help understand the method and core concept of the present invention. It should be noted that for those skilled in the art, without departing from the principles of the present invention, various improvements and modifications can be made to the present invention, and such improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. A linear displacement turning and deceleration system for an industrial vehicle, comprising a steering axle (1), wherein fixed kingpins (5) are installed at both ends of the steering axle (1), wherein the kingpin (5) is installed with a steering knuckle (4) rotating about a vertical axis, wherein the steering knuckle (4) is installed with a steering wheel (2) rotating about a horizontal axis, and wherein the steering axle (1) is installed with a steering cylinder (3) connected to the steering knuckle (4) and driving the steering wheel (2) to steer, wherein: The steering axle body (1) is equipped with a detection component (7) for detecting the lateral movement distance of the steering cylinder (3), and the detection component (7) is connected to a controller, and the controller is used to adjust the rotation speed of the steering wheel (2) by adjusting the rotation speed of the driving wheel according to the lateral movement distance; The detection component (7) includes a sensor (71) and a sensing element (72), wherein the sensor (71) is connected to a controller, and the sensor (71) is used to output different signals to the controller when the sensing element (72) is located at different positions of the sensor (71). The controller determines the steering angle of the steering wheel (2) according to the different signals, and controls the vehicle turning speed in stages; The sensor (71) includes a plurality of potentiometers. When the induction element (72) is located in the detection area of ​​any of the potentiometers, the sensor (71) outputs a voltage signal of the potentiometer. The voltage signal output by the sensor (71) includes a median voltage signal, a first group of voltage signals, a second group of voltage signals, a third group of voltage signals, and a fourth group of voltage signals distributed outward in sequence with the median voltage signal as the central axis. The controller is used to not reduce the speed at the median voltage signal and between the median voltage signal and the first group of voltage signals, reduce the speed at a first reduction rate between the first group of voltage signals and the second group of voltage signals, reduce the speed at a second reduction rate between the second group of voltage signals and the third group of voltage signals, and reduce the speed at a third reduction rate between the third group of voltage signals and the fourth group of voltage signals. The first reduction rate is greater than the second reduction rate and greater than the third reduction rate, and the three reduction rates have a smooth transition. The sensor (71) includes a box body (710) and a plurality of potentiometers built into the box body (710); All the potentiometers are arranged equidistantly at a preset distance, the detection areas of the potentiometers are continuous without gaps, and / or; all the potentiometers are gradually set with a preset voltage difference, and the voltage signals of the potentiometers decrease in steps; The potentiometer is pre-buried at a plurality of points, with a distance of 10 mm between each point. The voltage at the pre-buried point decreases monotonically from left to right. A speed point is set for each pre-buried point of the potentiometer. When the induction element (72) is at a relative voltage potential, the controller controls the motor to output a corresponding speed, thereby achieving graded control of the vehicle's turning speed. The voltage value between points adopts continuous step type, and ensures that there is a voltage constant buffer zone with a spacing of 10mm between points. The sensor adopts linear buried point sensor; The induction component (72) comprises a fastening portion (721) and a magnet portion (722), wherein the magnet portion (722) is arranged at the tail end of the fastening portion (721); The magnet portion (722) is an inductive magnetic block, and the sensor (71) is a linear displacement sensor. When the inductive magnetic block moves left and right, the linear displacement sensor voltage changes accordingly. The inductive magnetic block senses the sensor voltage, and according to the change in the voltage signal, the steering angle of the steering wheel (2) is monitored, and the motor speed is further controlled to achieve turning speed limit. The sensor adopts a Hall contactless sensor. The induction magnet is embedded in the fixing bolt. The induction magnet has an S pole and an N pole. The sensing surface of the linear displacement sensor is the N pole, and the induction magnet must be the S pole. The gap between the two is 3-5mm to ensure normal induced voltage output.

2. The linear displacement turning and speed reduction system for industrial vehicles according to claim 1, characterized in that: The sensor (71) is used to be fixed relative to the steering axle body (1), and the sensing element (72) is used to be fixed relative to the steering oil cylinder (3), or the sensor (71) is used to be fixed relative to the steering oil cylinder (3), and the sensing element (72) is used to be fixed relative to the steering axle body (1).

3. The linear displacement turning speed reduction system for industrial vehicles according to claim 2, characterized in that: It also includes a connecting rod (6) installed on the steering cylinder (3) and moving laterally with the steering cylinder (3), and the detection component (7) is used to detect the lateral movement distance of the connecting rod (6).

4. The linear displacement turning speed reduction system for industrial vehicles according to claim 3, characterized in that: The connecting rod (6) is provided with a mounting hole for mounting and fixing the sensing component (72); the magnetic portion (722) is embedded in the connecting rod (6); and the sensor (71) is mounted and fixed on the steering axle body (1).

5. The linear displacement turning and speed reduction system for industrial vehicles according to any one of claims 1 to 4, characterized in that: The sensor (71) and the sensing element (72) are both centrally arranged.

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