Steering axle and vehicle

Abstract

This invention discloses a steering axle and a vehicle. The steering axle includes a steering mechanism and a limiting mechanism. The steering mechanism includes an axle body, steering knuckles connected to both ends of the axle body, and a steering cylinder for driving the steering knuckles to rotate. The limiting mechanism and the steering cylinder are respectively connected to a hydraulic control system. The limiting mechanism is used to disconnect the oil supply to the steering side of the steering cylinder via the hydraulic control system when the steering knuckles are turned to their maximum angle relative to the axle body. This steering axle, by setting a limiting mechanism connected to the hydraulic control system of the steering cylinder, when the steering axle is turned to its maximum angle position, the limiting mechanism acts on the hydraulic control system to disconnect the oil supply to the steering side of the steering cylinder, cutting off the oil passage of the steering cylinder's oil inlet, avoiding continuous output of thrust by the steering cylinder, thereby avoiding increased load at the pin hinge, avoiding fatigue damage to the connection parts, avoiding excessive lateral force on the steering cylinder reducing its service life, and avoiding continuous pressure rise in the steering cylinder, frequent pressure buildup, and reduced seal life.

Description

Technical Field

[0001] This invention relates to the field of steering axle technology for engineering machinery, and in particular, to a steering axle. Furthermore, this invention also relates to a vehicle comprising the aforementioned steering axle. Background Technology

[0002] In the field of construction machinery, the steering axle, as a crucial component, primarily functions to bear the weight of the equipment and provide directional control and steering. In steering axle applications, excessively large steering angles not only lead to excessive pressure and torque on the axle, but also cause excessive wheel sway, resulting in interference and damage to other components, and adversely affect the vehicle's attitude. Therefore, it is essential to limit its steering angle. Current technologies for limiting the steering axle mainly employ a rigid contact method, using limiting bolts on the steering knuckle and limiting protrusions mounted on the axle body. However, rigid contact for limiting has at least the following problems:

[0003] 1. The connecting pin of the steering knuckle and steering linkage is prone to damage. When the steering axle reaches the maximum steering angle, the hinged connection of the steering cylinder extension rod continues to output thrust, which increases the load on the hinged pin and easily causes fatigue damage to this part.

[0004] 2. Increased lateral force on the steering cylinder: Similarly, after the steering axle reaches the maximum steering angle, the steering cylinder continues to output thrust, which will lead to an increase in the lateral force on the steering cylinder and reduce its lifespan.

[0005] 3. If the hydraulic system pressure of the steering cylinder cannot be automatically released, after the steering axle reaches the maximum steering angle, the hydraulic system pressure of the steering cylinder will continue to rise to the pressure relief threshold. Frequent pressure buildup will reduce the life of the steering cylinder seals.

[0006] For example, CN209008293U discloses a steering axle with dual limiting mechanisms. Two support plates are provided on the front and rear sides of the steering axle body, and limiting bolts are threaded onto the sides of both support plates. Nuts are threaded onto the limiting bolts. Limiting protrusions are provided on the front and rear sides of the steering knuckle to limit its internal and external rotation. However, this design suffers from the aforementioned problems: the steering cylinder extension rod is subjected to lateral forces on both sides, leading to a large load and easy fatigue damage; and the steering cylinder seals suffer from a reduced lifespan due to the high load. Another example is CN212579525U, which discloses a car steering axle with a limiting mechanism, featuring a dual mechanical limiting mechanism. The first mechanical limiting mechanism limits the steering axle's steering direction by restricting the extension and retraction stroke of the steering cylinder extension rod; the second mechanical limiting mechanism limits the steering axle's steering direction by restricting the rotation angle of the steering kingpin. Both mechanisms are required to overlap in their steering limit ranges. However, its structure is complex, its versatility is poor, and its debugging is difficult. It is necessary to strictly ensure that the limit ranges of the dual limit mechanisms coincide. It also has the same rigid matching problem mentioned above. After reaching the limit, the cylinder pressure continues to rise to the threshold, and the steering cylinder seals are under heavy load, resulting in a reduced service life. Summary of the Invention

[0007] This invention provides a steering axle and vehicle to solve the technical problems in the prior art where the steering axle uses limit bolts for rigid contact limiting, resulting in high load on the connection parts, easy fatigue damage, and excessive lateral force on the steering cylinder, affecting its service life.

[0008] According to one aspect of the present invention, a steering axle is provided, the steering axle including a steering mechanism and a limiting mechanism, the steering mechanism including an axle body, steering knuckles connected to both ends of the axle body, and a steering cylinder for driving the steering knuckles to rotate, the limiting mechanism and the steering cylinder being respectively connected to a hydraulic control system; the limiting mechanism is used to disconnect the oil supply to the steering side of the steering cylinder via the hydraulic control system when the steering knuckles are turned to the maximum angle relative to the axle body.

[0009] As a further improvement to the above technical solution, the limiting mechanism includes a limiting structure disposed on the axle body, a first positioning plunger disposed on the steering knuckle on the first side, and a second positioning plunger disposed on the steering knuckle on the second side. The first positioning plunger and the second positioning plunger are respectively connected to the hydraulic control system. The first positioning plunger is used to contact and cooperate with the limiting structure when the steering knuckle turns to the second side relative to the axle body to the maximum angle, thereby disconnecting the oil circuit on the steering side of the steering cylinder through the hydraulic control system. The second positioning plunger is used to contact and cooperate with the limiting structure when the steering knuckle turns to the first side relative to the axle body to the maximum angle, thereby disconnecting the oil circuit on the steering side of the steering cylinder through the hydraulic control system.

[0010] As a further improvement to the above technical solution, the first positioning plunger and the second positioning plunger each include a cylinder body and a piston rod passing through the inner cavity of the cylinder body. The piston rod includes a piston end located inside the cylinder body and a free end extending out of the cylinder body.

[0011] As a further improvement to the above technical solution, the free end of the piston is provided with an impact structure for cooperating with the limiting structure, and the outer surface of the impact structure is a spherical surface or an arc surface.

[0012] As a further improvement to the above technical solution, an elastic reset element is provided between the piston end of the piston rod and the inner end face of the cylinder.

[0013] As a further improvement to the above technical solution, the first positioning plunger and the second positioning plunger are respectively provided with adjustment structures for adjusting the stroke of the piston rod and / or adjusting the length of the piston rod, thereby adjusting the maximum steering angle of the steering knuckle.

[0014] As a further improvement to the above technical solution, the hydraulic control system includes a steering gear, a first hydraulic directional control valve, and a second hydraulic directional control valve. The first output port of the steering gear is connected to the first input port of the steering cylinder via the first oil passage of the first hydraulic directional control valve. The second output port of the steering gear is connected to the second input port of the steering cylinder via the first oil passage of the second hydraulic directional control valve. The first positioning plunger is connected to the control port of the second hydraulic directional control valve, and the second positioning plunger is connected to the control port of the first hydraulic directional control valve. The first positioning plunger is used to contact and cooperate with the limiting structure when the axle body turns to the second side to the maximum angle, thereby outputting hydraulic oil to the first hydraulic directional control valve to switch the first hydraulic valve and disconnect the oil passage connection between the first output port of the steering gear and the steering cylinder. The second positioning plunger is used to contact and cooperate with the limiting structure when the axle body turns to the first side to the maximum angle, thereby outputting hydraulic oil to the second hydraulic directional control valve to switch the second hydraulic valve and disconnect the oil passage connection between the second output port of the steering gear and the steering cylinder.

[0015] As a further improvement to the above technical solution, the hydraulic control system further includes a first hydraulically controlled check valve and a second hydraulically controlled check valve. The rodless chamber of the first positioning plunger is connected to the control port of the second hydraulically controlled directional valve. The rodless chamber of the first positioning plunger is also connected to the rod chamber of the first positioning plunger and the return oil circuit via the first hydraulically controlled check valve. The rodless chamber of the second positioning plunger is connected to the control port of the first hydraulically controlled directional valve. The rodless chamber of the second positioning plunger is also connected to the rod chamber of the second positioning plunger and the return oil circuit via the second hydraulically controlled check valve. The rodless chamber of the second positioning plunger is also connected to the rod chamber of the second positioning plunger and the return oil circuit via the second hydraulically controlled check valve. The first side output port of the steering gear is connected to the control port of the first hydraulically controlled check valve, and the second side output port of the steering gear is connected to the control port of the second hydraulically controlled check valve.

[0016] As a further improvement to the above technical solution, the first hydraulic control check valve, the second hydraulic control check valve, the first hydraulic control directional valve, and the second hydraulic control directional valve are integrated into a hydraulic valve group.

[0017] According to another aspect of the invention, a vehicle is also provided, which includes the aforementioned steering axle.

[0018] The present invention has the following beneficial effects:

[0019] This steering axle is connected to the hydraulic control system of the steering cylinder through a limiting mechanism. When the steering axle is turned to the maximum angle position, the limiting mechanism acts on the hydraulic control system to disconnect the oil supply to the steering side of the steering cylinder, cutting off the oil circuit at the oil inlet of the steering cylinder. The limiting mechanism and the hydraulic control system are hydraulically controlled to avoid the steering cylinder from continuously outputting thrust, thereby avoiding increased load at the pin hinge and preventing fatigue damage to the connection parts. At the same time, it avoids excessive lateral force on the steering cylinder, which reduces its service life, and avoids continuous pressure rise in the steering cylinder, which frequently causes pressure buildup and reduces the life of the seals.

[0020] In addition to the objectives, features, and advantages described above, the present invention has other objectives, features, and advantages. The invention will now be described in further detail with reference to the figures. 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 This is a schematic diagram of a preferred embodiment of the present invention;

[0023] Figure 2 This is a schematic diagram of the positioning plunger according to a preferred embodiment of the present invention;

[0024] Figure 3 This is a schematic diagram of the hydraulic control system of a preferred embodiment of the present invention.

[0025] Legend:

[0026] 100. Steering knuckle; 200. Pin; 300. Connecting rod; 400. Steering cylinder; 500. Limiting mechanism; 501. Rear end cover; 502. Cylinder body; 503. Elastic reset element; 504. Front end cover; 505. Impact structure; 600. Steering kingpin; 700. Limiting baffle; 800. Axle body; 900. Hydraulic control system; 901. Steering gear; 902. First hydraulically controlled check valve; 903. Second hydraulically controlled check valve; 904. First hydraulically controlled directional valve; 905. Second hydraulically controlled directional valve; 906. First stop plunger; 907. Second stop plunger. Detailed Implementation

[0027] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered below.

[0028] Figure 1 This is a schematic diagram of a preferred embodiment of the present invention; Figure 2 This is a schematic diagram of the positioning plunger according to a preferred embodiment of the present invention; Figure 3 This is a schematic diagram of the hydraulic control system of a preferred embodiment of the present invention.

[0029] like Figures 1 to 3 As shown, the steering axle of this embodiment includes a steering mechanism and a limiting mechanism 500. The steering mechanism includes an axle body 800, steering knuckles 100 connected to both ends of the axle body 800, and a steering cylinder 400 for driving the steering knuckles 100 to rotate. The limiting mechanism 500 and the steering cylinder 400 are respectively connected to the hydraulic control system 900. The limiting mechanism 500 is used to disconnect the oil supply to the steering side of the steering cylinder 400 through the hydraulic control system 900 when the steering knuckles 100 are turned to the maximum angle relative to the axle body 800.

[0030] The steering cylinder 400 is connected to the steering knuckle 100 via a connecting rod 300. The end of the connecting rod 300 is hinged to the steering knuckle 100 via a pin 200. The steering knuckle 100 is connected to the axle body 800 via a steering kingpin 600. It should be understood that in other embodiments, the axle body 800, steering knuckle 100, connecting rod 300, and other structures and connection structures can be implemented with reference to the steering axle in the prior art.

[0031] Understandably, this steering axle is connected to the hydraulic control system 900 of the steering cylinder 400 via a limiting mechanism 500. When the steering axle is turned to its maximum angle position, the limiting mechanism 500 acts on the hydraulic control system 900 to disconnect the oil supply to the steering side of the steering cylinder 400 and cut off the oil passage at the oil inlet of the steering cylinder 400. The limiting mechanism 500 and the hydraulic control system 900 are hydraulically controlled to prevent the steering cylinder 400 from continuously outputting thrust, thereby preventing an increase in the load at the hinge of the pin 200 and preventing fatigue damage to the connection. At the same time, it prevents the steering cylinder 400 from being subjected to excessive lateral force, which would reduce its service life, and prevents the internal pressure of the steering cylinder 400 from continuously increasing, frequently causing pressure buildup and reducing the life of the seals.

[0032] Specifically, the limiting mechanism 500 includes a limiting structure disposed on the axle body 800, a first positioning plunger 906 disposed on the steering knuckle 100 on the first side, and a second positioning plunger 907 disposed on the steering knuckle 100 on the second side. The first positioning plunger 906 and the second positioning plunger 907 are respectively connected to the hydraulic control system 900. The first positioning plunger 906 is used to contact and cooperate with the limiting structure when the steering knuckle 100 turns relative to the axle body 800 to the second side to the maximum angle, thereby disconnecting the oil circuit of the steering cylinder 400 on the steering side through the hydraulic control system 900. The second positioning plunger 907 is used to contact and cooperate with the limiting structure when the steering knuckle 100 turns relative to the axle body 800 to the first side to the maximum angle, thereby disconnecting the oil circuit of the steering cylinder 400 on the steering side through the hydraulic control system 900. That is, when the steering axle turns to the first side (i.e., the left side of the figure), the left steering knuckle 100 drives the second positioning plunger 907 towards the axle body 800. When the steering axle 800 moves towards the center, and the steering knuckle 100 turns to its maximum angle, the second positioning plunger 907 engages with the limiting mechanism. The second positioning plunger 907 converts the mechanical energy generated at the limiting point into hydraulic energy, which acts on the hydraulic control system 900, disconnecting the oil circuit of the steering cylinder 400 and stopping its advancement. Similarly, when the steering axle turns to the second side (i.e., the right side of the diagram), the right steering knuckle 100 drives the first positioning plunger 906 to move towards the center of the axle body 800. When the steering knuckle 100 turns to its maximum angle, the first positioning plunger 906 engages with the limiting mechanism. The first positioning plunger 906 converts the mechanical energy generated at the limiting point into hydraulic energy, which acts on the hydraulic control system 900, disconnecting the oil circuit of the steering cylinder 400 and stopping its advancement. This avoids the problems of continuous pressure buildup and excessive load on the steering cylinder 400. Based on full hydraulic control, the control logic is simple, reducing costs and implementation difficulty.

[0033] The limiting structure can be a limiting baffle 700 installed on the bridge body 800; preferably, the limiting baffle 700 can be an annular plate sleeved on the bridge body 800, and the mating surface is at a certain angle to the axis of the bridge body 800, so that the first positioning plunger 906 or the second positioning plunger 907 moves with the steering knuckle 100 to a vertical angle when it mates with it, thus ensuring the mating area and limiting effect.

[0034] In some embodiments, the first positioning plunger 906 and the second positioning plunger 907 respectively include a front end cover 504, a rear end cover 501, a cylinder body 502, and a piston rod passing through the inner cavity of the cylinder body 502. The piston rod includes a piston end located inside the cylinder body 502 and a free end extending outside the cylinder body 502. The free end is arranged toward the limiting structure and abuts against the limiting structure when it turns to the maximum angle tending to the corresponding side, so that the piston rod moves to output pressure to the hydraulic control system 900.

[0035] In some embodiments, the first positioning plunger 906 and the second positioning plunger 907 are respectively provided with adjustment structures for adjusting the stroke range of the piston rod and / or adjusting the length of the piston rod, thereby adjusting the maximum steering angle of the steering knuckle 100. After adjusting the stroke range or length by adjusting the adjustment structure, the matching position between the free end of the piston rod and the limiting structure changes, thereby adjusting the maximum steering angle of the steering knuckle 100 to adapt to more working conditions and requirements. In this embodiment, the free end of the piston rod is separately provided and connected by threads. The length of the piston rod is adjusted by adjusting the degree of matching between the two by the threads to adjust the matching position between the free end and the limiting structure, thereby adjusting the maximum steering angle of the steering knuckle 100. The limiting mechanism 500 of this device has the adjustment function of the adjusting bolt, while avoiding problems such as pressure buildup and excessive load caused by mechanical limiting. Moreover, the structure is simple, and the cost and implementation difficulty are low.

[0036] Furthermore, the free end of the piston is provided with an impact structure 505 for cooperating with the limiting structure. The outer surface of the impact structure 505 is a spherical or arc-shaped surface. After adjusting the piston rod length or stroke range, the cooperation angle between the piston rod and the limiting plate will change to a certain extent, and it cannot be guaranteed that the two are perpendicular. By setting the impact structure 505 with a spherical or arc-shaped surface, it can be maintained that it still has an equivalent cooperation area with the limiting structure. After adjustment, the cooperation effect and the limiting effect can still be guaranteed, which is highly reliable and versatile.

[0037] In some embodiments, an elastic reset member 503 is provided between the piston end of the piston rod and the inner end face of the cylinder 502. After turning to the maximum angle and returning to the center, the elastic reset member 503 assists the first positioning plunger 906 or the second positioning plunger 907 in resetting. On the other hand, the elastic reset member 503 can help form a buffer during the process of turning to the maximum angle, reduce the impact on the piston rod, and improve the service life.

[0038] In some embodiments, the hydraulic control system 900 includes a steering gear 901, a first hydraulically controlled directional valve 904, and a second hydraulically controlled directional valve 905. The first output port of the steering gear 901 is connected to the first input port of the steering cylinder 400 via the first oil passage of the first hydraulically controlled directional valve 904. The second output port of the steering gear 901 is connected to the second input port of the steering cylinder 400 via the first oil passage of the second hydraulically controlled directional valve 905. A first stop piston 906 is connected to the control port of the second hydraulically controlled directional valve 905, and a second stop piston 907 is connected to the control port of the first hydraulically controlled directional valve 904. The first-positioning plunger 906 is used to engage with the limiting structure when the axle body 800 turns to the second side to the maximum angle, thereby outputting hydraulic oil to the first hydraulic control directional valve 904 to switch the first hydraulic valve and disconnect the first output port of the steering gear 901 from the oil circuit of the steering cylinder 400. The second-positioning plunger 907 is used to engage with the limiting structure when the axle body 800 turns to the first side to the maximum angle, thereby outputting hydraulic oil to the second hydraulic control directional valve 905 to switch the second hydraulic valve and disconnect the second output port of the steering gear 901 from the oil circuit of the steering cylinder 400.

[0039] Specifically, when the above-mentioned hydraulic control system 900 is applied, it has the following operating states:

[0040] When in a non-limit position, neither the first positioning plunger 906 nor the second positioning plunger 907 is in contact with the limiting structure and is in the initial position and depressurized state. The first hydraulic directional valve 904 and the second hydraulic directional valve 905 are also in the open state of the initial position. That is, the first output port of the steering gear 901 is connected to the first input port of the steering cylinder 400 through the first oil passage of the first hydraulic directional valve 904, and the second output port of the steering gear 901 is connected to the second input port of the steering cylinder 400 through the first oil passage of the second hydraulic directional valve 905.

[0041] When turning right in a non-limit position, oil enters the right side of the steering gear 901, passes through the second output port, the second hydraulic control valve 905, and the second input port of the steering cylinder 400, and enters the second side chamber of the steering cylinder 400. The first side chamber of the steering cylinder 400 (left side of the figure) returns oil to the first output port of the steering gear 901 through the first oil passage of the first hydraulic control valve 904.

[0042] When the right turn reaches the limit position, the first stop plunger 906 engages with the limit structure, and the piston rod moves towards the rodless chamber, causing the hydraulic oil output from the rodless chamber to pass through the control port of the second hydraulic control directional valve 905, causing the valve core of the second hydraulic control directional valve 905 to switch, the first oil circuit of the second hydraulic control directional valve 905 to disconnect and switch to the second oil circuit connected to it without an oil circuit, and the second side chamber of the steering cylinder 400 stops pressurizing and outputting thrust;

[0043] When turning left in a non-limit position, oil enters the left side of the steering gear 901, passes through the first output port, the first hydraulic control valve 904, and the first input port of the steering cylinder 400, and enters the first side chamber of the steering cylinder 400. The second side chamber of the steering cylinder 400 returns oil to the second output port of the steering gear 901 through the first oil passage of the second hydraulic control valve 905.

[0044] When the left turn reaches the extreme position, the second positioning plunger 907 engages with the limiting structure, and the piston rod moves towards the rodless chamber, causing the hydraulic oil in the rodless chamber to be output through the control port of the first hydraulic control directional valve 904, causing the valve core of the first hydraulic control directional valve 904 to switch, the first oil circuit of the first hydraulic control directional valve 904 to be disconnected, and the second side chamber of the steering cylinder 400 to stop pressurizing and output thrust.

[0045] In this embodiment, reference Figure 3 The hydraulic control system 900 also includes a first hydraulically controlled check valve 902 and a second hydraulically controlled check valve 903. The rodless chamber of the first positioning plunger 906 is connected to the control port of the second hydraulically controlled directional valve 905. The rodless chamber of the first positioning plunger 906 is also connected to the rod chamber of the first positioning plunger 906 and the return oil circuit via the first hydraulically controlled check valve 902. The rodless chamber of the second positioning plunger 907 is connected to the control port of the first hydraulically controlled directional valve 904. The rodless chamber of the second positioning plunger 907 is also connected to the rod chamber of the second positioning plunger 907 and the return oil circuit via the second hydraulically controlled check valve 903. The first output port of the steering gear 901 is connected to the control port of the first hydraulically controlled check valve 902, and the second output port of the steering gear 901 is connected to the control port of the second hydraulically controlled check valve 903. Based on this...

[0046] When turning left from the right turn limit position, oil enters the left side of the steering gear 901, controlling the opening of the first hydraulic control check valve 902 to release the pressure of the first position plunger 906, thereby opening the first oil circuit of the second hydraulic control directional valve 905. The oil enters the first side chamber of the steering cylinder 400 through the first hydraulic control directional valve 904 and the first input port of the steering cylinder 400. The oil returns from the second side chamber of the steering cylinder 400 to the second output port of the steering gear 901 through the first oil circuit of the second hydraulic control directional valve 905.

[0047] When turning right from the left-turn limit position, oil enters the right side of the steering gear 901, controlling the opening of the first hydraulic check valve 902 to release pressure from the second stop plunger 907, thereby opening the first oil circuit of the first hydraulic directional valve 904. The oil enters the second side chamber of the steering cylinder 400 through the second hydraulic directional valve 905 and the second input port of the steering cylinder 400. The first side chamber of the steering cylinder 400 returns oil to the first output port of the steering gear 901 through the first oil circuit of the first hydraulic directional valve 904. This steering axle is based on fully hydraulic control of the steering axle's movement and limit, with simplified control logic, low implementation difficulty, simple operation, and low cost.

[0048] In this embodiment, the first hydraulic control check valve 902, the second hydraulic control check valve 903, the first hydraulic control directional valve 904, and the second hydraulic control directional valve 905 are integrated into the hydraulic valve group, making the structure integrated. In actual applications, only the hydraulic valve group needs to be installed and the oil circuit connection needs to be completed to work. The structure is simplified and the operation is simple.

[0049] On the other hand, this preferred embodiment also provides a vehicle, which may be agricultural machinery, civilian vehicles, etc., and includes the aforementioned steering axle.

[0050] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A steering axle, characterized in that, The steering axle includes a steering mechanism and a limiting mechanism (500). The steering mechanism includes an axle body (800), steering knuckles (100) connected to both ends of the axle body (800), and a steering cylinder (400) for driving the steering knuckles (100) to rotate. The limiting mechanism (500) and the steering cylinder (400) are respectively connected to a hydraulic control system (900). The limiting mechanism (500) is used to disconnect the oil circuit on the steering side of the steering cylinder (400) via the hydraulic control system (900) when the steering knuckle (100) is turned relative to the axle body (800) to the maximum angle. The limiting mechanism (500) includes a limiting structure disposed on the axle body (800) and a first positioning plunger (906) disposed on the first side of the steering knuckle (100) to... The first positioning plunger (906) and the second positioning plunger (907) are respectively connected to the hydraulic control system (900). The first positioning plunger (906) is used to contact and cooperate with the limiting structure when the steering knuckle (100) turns to the second side relative to the axle body (800) to the maximum angle, thereby disconnecting the oil circuit of the steering cylinder (400) on the steering side through the hydraulic control system (900). The second positioning plunger (907) is used to contact and cooperate with the limiting structure when the steering knuckle (100) turns to the first side relative to the axle body (800) to the maximum angle, thereby disconnecting the oil supply of the steering cylinder (400) on the steering side through the hydraulic control system (900).The hydraulic control system (900) includes a steering gear (901), a first hydraulic directional valve (904), and a second hydraulic directional valve (905). The first output port of the steering gear (901) is connected to the first input port of the steering cylinder (400) via the first oil circuit of the first hydraulic directional valve (904). The second output port of the steering gear (901) is connected to the second input port of the steering cylinder (400) via the first oil circuit of the second hydraulic directional valve (905). The first positioning plunger (906) is connected to the control port of the second hydraulic directional valve (905), and the second positioning plunger (907) is connected to the control port of the first hydraulic directional valve (904). 6) The second stop plunger (907) is used to engage with the limiting structure when the bridge body (800) turns to the second side to the maximum angle, thereby outputting hydraulic oil to the first hydraulic control directional valve (904) to cause the first hydraulic control directional valve (904) to switch, thus disconnecting the oil circuit connection between the first output port of the steering gear (901) and the steering cylinder (400).

2. The steering axle according to claim 1, characterized in that, The first positioning plunger (906) and the second positioning plunger (907) each include a cylinder (502) and a piston rod passing through the inner cavity of the cylinder (502). The piston rod includes a piston end located inside the cylinder (502) and a free end extending outside the cylinder (502).

3. The steering axle according to claim 2, characterized in that, The free end of the piston is provided with an impact structure (505) for cooperating with the limiting structure, and the outer surface of the impact structure (505) is a spherical surface or an arc surface.

4. The steering axle according to claim 2, characterized in that, An elastic reset member (503) is provided between the piston end of the piston rod and the inner end face of the cylinder (502).

5. The steering axle according to claim 2, characterized in that, The first positioning plunger (906) and the second positioning plunger (907) are respectively provided with adjustment structures for adjusting the stroke of the piston rod and / or adjusting the length of the piston rod, thereby adjusting the maximum steering angle of the steering knuckle (100).

6. The steering axle according to claim 1, characterized in that, The hydraulic control system (900) further includes a first hydraulically controlled check valve (902) and a second hydraulically controlled check valve (903). The rodless chamber of the first positioning plunger (906) is connected to the control port of the second hydraulically controlled directional valve (905). The rodless chamber of the first positioning plunger (906) is also connected to the rod chamber of the first positioning plunger (906) and the return oil circuit via the first hydraulically controlled check valve (902). The rodless chamber of the second positioning plunger (907) is connected to the control port of the first hydraulically controlled directional valve (904). The rodless chamber of the second positioning plunger (907) is also connected to the rod chamber of the second positioning plunger (907) and the return oil circuit via the second hydraulically controlled check valve (903). The first side output port of the steering gear (901) is connected to the control port of the first hydraulically controlled check valve (902), and the second side output port of the steering gear (901) is connected to the control port of the second hydraulically controlled check valve (903).

7. The steering axle according to claim 6, characterized in that, The first hydraulic control check valve (902), the second hydraulic control check valve (903), the first hydraulic control directional valve (904), and the second hydraulic control directional valve (905) are integrated in the hydraulic valve group.

8. A vehicle, characterized in that, The application has the steering axle as described in any one of claims 1-7.

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