Steering axle for industrial vehicle and industrial vehicle

Abstract

The utility model provides a steering axle for an industrial vehicle and the industrial vehicle. The steering axle has: an axle carrier; a first and a second knuckle, the first knuckle being arranged on the axle carrier so as to be rotatable about a first axis of rotation and the second knuckle being arranged on the axle carrier so as to be rotatable about a second axis of rotation; a first tie rod and a second tie rod, the first tie rod being hinged to the first lever arm of the first knuckle and the second tie rod being hinged to the second lever arm of the second knuckle; the utility model relates to an electromotive steering actuator for generating a steering movement, which is connected to two tie rods in an articulated manner in order to transmit the steering movement to two knuckles, the two knuckles each defining a steering stop, and the two tie rods each defining a counter stop, in an end position, in which the two knuckles each define a counter stop. One of the knuckles bears against a counter stop of the associated tie rod by means of a steering stop in order to limit the maximum steering angle.

Description

Technical Field

[0001] This utility model relates to a steering axle for industrial vehicles. Furthermore, this utility model also relates to an industrial vehicle having the steering axle. Background Technology

[0002] It is known that the wheels of a four-wheeled forklift are steered using hydraulic or electric steering systems. Here, the wheels are kinematically coupled to each other via steering links, where steering motion is transmitted to the steering links via a steering mechanism, such as a steering actuator, to deflect the two wheels. Steering angles within a very wide range, from approximately -90° to +90°, are common, where 0° represents the two wheels in a straight position. The limitation of steering deflection is typically implemented within the steering actuator itself, for example, by the piston of the steering actuator reaching a stop face at the cylinder end. However, steering accuracy can be adversely affected by play in the steering links.

[0003] Printed document DE 26 42 905 A1 discloses a steering axle for industrial vehicles, preferably forklifts, the steering axle having an axle body, two steering knuckles supported on the axle body, a steering center (with two separate tie rods hinged to the steering center) pivotally supported on the axle body, and a hydraulic cylinder hinged to the axle body for hydraulically operating steering, wherein the hinge axis of the hinge between the axle body and the hydraulic cylinder and the hinge axis of the hinge between the axle body and the steering center are coaxial with each other. Utility Model Content

[0004] The objective of this invention is to provide a steering axle of the type described above, characterized by high steering accuracy. Furthermore, the objective of this invention is to provide an industrial vehicle incorporating this steering axle.

[0005] According to this invention, the task is accomplished by the steering axle described below and an industrial vehicle having the steering axle.

[0006] Therefore, a steering axle for industrial vehicles is proposed, the steering axle having:

[0007] Axle load-bearing components

[0008] First and second steering knuckles, wherein the first steering knuckle is arranged on the axle support in a manner rotatable about a first rotation axis, and the second steering knuckle is arranged on the axle support in a manner rotatable about a second rotation axis;

[0009] First and second tie rods, wherein the first tie rod is hinged to the first lever arm of the first steering knuckle, and the second tie rod is hinged to the second lever arm of the second steering knuckle;

[0010] An electrically powered steering actuator is used to generate steering motion, wherein the steering actuator is hinged to two tie rods in order to transmit the steering motion to the two steering knuckles.

[0011] The two steering knuckles each define a steering stop, and the two tie rods each define a mating stop. In the end position, one of the steering knuckles is supported by the steering stop on the mating stop of its corresponding tie rod to limit the maximum steering angle.

[0012] The subject of this invention is a steering axle configured for and / or suitable for industrial vehicles. In particular, the steering axle is configured as a steering, preferably undriven, rear axle of an industrial vehicle. Alternatively, the steering axle may be configured as a driven axle, wherein the driving torque of the industrial vehicle's drive mechanism, such as an internal combustion engine and / or an electric motor, is transmitted and / or can be transmitted to the wheels of the steering axle.

[0013] The steering axle includes an axle carrier, which preferably defines a main axis. Specifically, the main axis is defined by the longitudinal axis of the axle carrier. The axle carrier forms a rigid portion of the steering axle, which is connected to the frame of the industrial vehicle. For this purpose, the axle carrier may, for example, have an intermediate fastening section for securing the axle carrier to the frame. For example, the fastening section is detachably connected and / or can be connected to the frame via bolt connections.

[0014] The steering axle has first and second steering knuckles, wherein the first steering knuckle is arranged on the axle support in a manner rotatable about a first axis of rotation, and the second steering knuckle is arranged on the axle support in a manner rotatable about a second axis of rotation. Specifically, the two steering knuckles are respectively used to rotatably accommodate and / or support wheels. For this purpose, each steering knuckle preferably has a wheel support journal, on which each wheel is rotatably supported. Preferably, the two steering knuckles are each supported on the axle support via a kingpin in a manner rotatable. Specifically, the first and second axes of rotation are defined by their respective kingpins. In particular, the first and second axes of rotation are oriented vertically, especially substantially perpendicularly, relative to the land plane, and / or the main axis is oriented horizontally, especially substantially parallel, relative to the land plane.

[0015] The first steering knuckle has a first lever arm, and the second steering knuckle has a second lever arm. Specifically, the lever arms are rigidly connected to their respective steering knuckles. Preferably, the steering knuckles and their respective lever arms are manufactured integrally, particularly from a common material segment. Preferably, the first lever arm on the first steering knuckle extends radially about a first axis of rotation, while the second lever arm on the second steering knuckle extends radially about a second axis of rotation.

[0016] The steering axle has first and second tie rods, wherein the first tie rod is hinged to a first lever arm, and the second tie rod is hinged to a second lever arm. Preferably, the first and second tie rods are configured to transmit thrust and / or tension. Preferably, the first and second tie rods are supported on their respective lever arms in a swingable manner via rotatable hinges.

[0017] The steering axle has an electrically powered steering actuator configured to generate steering motion. Here, the steering actuator is hinged to two tie rods for transmitting steering motion to two steering knuckles. Preferably, a first tie rod connects a first lever arm, and a second tie rod connects a second lever arm directly to the steering actuator. Preferably, the first and second tie rods are each supported on the steering actuator in a pivoting manner via another rotating hinge. In particular, industrial vehicles have a steering wheel and a steering control device, wherein the steering control device is configured to control and / or adjust the steering actuator based on steering commands applied by the steering wheel, so as to generate steering motion dependent on the steering commands. Thus, so-called "steer-by-wire" steering can be achieved without a mechanical connection to the steering wheel. For example, the steering actuator can be configured as an electrically powered or hydraulic steering actuator.

[0018] Within the scope of this invention, two steering knuckles each define a steering stop, and two tie rods each define a mating stop. In the end position, one steering knuckle abuts against the mating stop of its corresponding tie rod using its steering stop to limit the range of motion of the steering knuckle. Specifically, when the steering stop abuts against the mating stop, pivoting of the first and second steering knuckles is prevented. The end position is understood as the maximum steering deflection of the wheel in both steering directions. In other words, in the first steering direction, maximum steering deflection is achieved when the first steering stop of the first steering knuckle abuts against the first mating stop of the first tie rod, and in the second steering direction, maximum steering deflection is achieved when the second steering stop of the second steering knuckle abuts against the second mating stop of the second tie rod.

[0019] This invention is based on the understanding that play occurs due to manufacturing tolerances and wear on the rotating hinge of the tie rod. Furthermore, components, especially the tie rod, may undergo elastic deformation. These effects can be particularly negative under very large steering deflections because the end position of the wheel at full steering end may be inaccurate, and the effective lever length for generating wheel oscillation torque around the axis of rotation via the tie rod may be unintentionally reduced. This, in turn, leads to higher forces and reduced steering capability. Additionally, larger safety distances are required at disruptive profiles, such as axle load-bearing components, thereby reducing the maximum achievable steering angle.

[0020] The advantage of this invention lies in the fact that the steering stop and the mating stop form mechanical end stops for the two steering knuckles, thereby preventing or significantly reducing the aforementioned disadvantages. Furthermore, the end stops allow for precise adjustment of the swing range of the two steering knuckles, especially the maximum steering angle. Moreover, the end stops ensure that the effective lever length is not unintentionally reduced when deviating from the end position. Therefore, a steering axle is proposed, characterized by exceptionally high steering accuracy and improved steering capability.

[0021] In a specific design, at the end positions, the steering stop and its respective mating stop are form-fitted together in the circumferential direction about the rotation axis of their respective steering knuckles. Preferably, during the maximum steering deflection in the first steering direction, the first steering stop abuts against the first mating stop about the first rotation axis in the circumferential direction, and during the maximum steering deflection in the second steering direction, the second steering stop abuts against the second mating stop about the second rotation axis in the circumferential direction. In other words, the first steering stop and the first mating stop restrict the pivoting of the first steering knuckle in the first steering direction, while the second steering stop and the second mating stop restrict the pivoting of the second steering knuckle in the second steering direction. Therefore, a steering axle is proposed that restricts the pivoting of the steering knuckle by mechanical stops on the respective tie rods. This allows for a particularly compact design of the steering axle while achieving a high maximum swing range.

[0022] In a possible implementation, the steering stops are formed by stop surfaces constructed on the steering knuckle, while the mating stops are formed by mating surfaces constructed on the tie rod. In the end position, the mating surfaces contact their respective stop surfaces. Specifically, the first stop surface and the first mating surface cooperate in steering deflection in the first steering direction, while the second stop surface and the second mating surface cooperate in steering deflection in the second steering direction. In principle, the two stop surfaces can be formed directly by correspondingly designed surfaces of their respective steering knuckles, and / or the two mating surfaces can be formed directly by correspondingly designed surfaces of their respective tie rods. Alternatively, the two stop surfaces or the two mating surfaces can be provided by separate components. In particular, the stop surfaces in the end position are surface-mounted, preferably fully abutting against their respective mating surfaces. For this purpose, the mating surfaces are designed to be complementary to their respective stop surfaces. Therefore, an end stop is proposed, characterized by its particularly simple and inexpensive design.

[0023] In another specific embodiment, the steering stops at the two steering knuckles are formed by adjustable screw devices. Alternatively, the mating stops at the two tie rods are formed by adjustable screw devices. In particular, the maximum swing range in the first steering direction can be adjusted and / or changed by the first screw device, while the maximum swing range in the second steering direction can be adjusted and / or changed by the second screw device. Preferably, the maximum swing range can be reduced by screwing in the screw device and increased by unscrewing it. In particular, the screw device is constructed as a machine screw with a screw head. Therefore, a steering axle is proposed, characterized by simple adjustment of the swing range. Furthermore, clearance caused by manufacturing tolerances and wear can be easily compensated by the adjustable screw devices.

[0024] In another specific embodiment, the distance between the rotation axis of the corresponding steering knuckle and the axis of the tie rod extending through the hinge point of the corresponding tie rod can be adjusted in the end position using two screw devices. Specifically, the hinge point is defined by the rotational hinge of the respective tie rod. Preferably, the tie rod axis extends transversely to the rotation axis. In particular, this distance defines the effective lever length of the tie rod and lever arm, used to determine the wheel sway torque about the rotation axis of the respective steering knuckle in the end position. If elasticity and wear occur in the corresponding components, this distance will unintentionally decrease. Therefore, determining this distance by means of screw devices ensures a sufficiently effective lever length in the end position.

[0025] In a specific improvement, the screw devices forming the steering stop have stop surfaces on their end sides at their free threaded ends, which cooperate with the mating surfaces of their respective tie rods in the end position. Preferably, the screw devices are mounted on their respective steering knuckles such that the stop surfaces and mating surfaces abut against each other when the end position is reached or when the adjusted distance is reached. In particular, the tie rods each have a mating profile complementary to the screw devices, including the mating surfaces. Alternatively, the screw devices forming the mating stops have mating surfaces on their end sides at their free threaded ends, which cooperate with the stop surfaces of their respective steering knuckles in the end position. Preferably, the screw devices are mounted on their respective tie rods such that the stop surfaces and mating surfaces abut against each other when the end position is reached or when the adjusted distance is reached. In particular, the steering knuckles have a mating profile complementary to the screw devices, including the mating surfaces. Therefore, an end stop is proposed, characterized by a simple design structure that can be individually adapted to structural space conditions.

[0026] In another design, the first and second steering knuckles each have a screw device receiving portion configured to accommodate a screw device forming a steering stop. Alternatively, the first and second tie rods each have a screw device receiving portion configured to accommodate a screw device forming a mating stop. The screw device is screwed into its respective screw device receiving portion. In principle, the screw device receiving portion can be formed by introducing a threaded hole in the steering knuckle or tie rod, through which the screw device is screwed. However, preferably, the screw device receiving portion is formed by a tongue plate arranged on the steering knuckle or tie rod, through which the screw device is screwed. Preferably, the screw device extends through the screw device receiving portion, so that the screw device in the end position cooperates with the mating surface or stop surface on the end side. The distance can thus be increased by screwing into the screw device receiving portion and decreased by unscrewing from the screw device receiving portion. Since the screw device receiving portion is arranged on the steering knuckle or tie rod, an end stop is proposed, characterized by a compact and robust structure.

[0027] In another specific embodiment, the screw device is secured in any screw-in position by means of a locking nut. Specifically, the distance between the axis of rotation and the axis of the tie rod can be determined by the screw-in position. Preferably, the screw device is force-locked (kraftschlüssig) to the screw device receiving portion, preferably the tongue plate, or therein by means of the locking nut. The locking nut thus allows the screw device to be easily locked to prevent loss. Furthermore, the locking nut ensures that the adjusted distance is maintained.

[0028] Alternatively or optionally, the maximum screw-in positioning of the screw device is determined by one or more spacer elements. In particular, at least one spacer element is arranged and / or can be arranged between the screw head and the screw device receiving portion, especially the tongue plate. Thus, the screw device can be clamped relative to the spacer element by screwing it in, thereby force-locking the screw device in place. For example, one or more spacer elements can be selected from a set of different spacer elements to adjust the distance by the maximum screw-in positioning. For example, different spacer elements can be constructed as washers of different thicknesses. Therefore, particularly precise adjustment of the distance can be achieved by means of the spacer elements.

[0029] In the improved design, the steering actuator has an actuator housing with additional steering stops, and two tie rods each define additional mating stops. In the end position, one of the tie rods with the additional mating stops abuts against the additional steering stops of the actuator housing to limit tie rod force. Specifically, the additional mating stop of the second tie rod abuts against the additional steering stops of the actuator housing during maximum steering deflection in the first steering direction. Correspondingly, the additional mating stop of the first tie rod abuts against the additional steering stops of the actuator housing during maximum steering deflection in the second steering direction. In other words, in the end position, one tie rod is supported by a mating stop on the steering stop of its corresponding steering knuckle, while the other tie rod is supported by an additional mating stop on the additional steering stops of the actuator housing. Therefore, additionally, the pivoting of the first and second steering knuckles is prevented when another steering stop abuts against another mating stop. The tie rod force acting in the tie rod can be limited by the additional end stop during maximum steering deflection.

[0030] In another implementation, the steering actuator has at least one swing arm pivotable about a swing axis, which is directly hinged to a first and / or second tie rod for transmitting steering motion. Preferably, the first tie rod connects a first lever arm directly to the swing arm, and the second tie rod connects a second lever arm directly to the swing arm. In other words, the first and / or second tie rods are directly connected to at least one swing arm. Preferably, at least one swing arm is connected to the first and / or second tie rods, such that the swing motion of the swing arm is converted, depending on the swing direction, into a pulling motion of one tie rod and a pushing motion of the other tie rod. The first and second tie rods are preferably continuously and / or integrally, preferably rigidly, constructed between their respective lever arms and at least one swing arm.

[0031] According to this implementation, the steering actuator is arranged coaxially with the swing axis so that the swing arm pivots about the swing axis. Simply put, the steering actuator directly transmits the steering torque to the two tie rods via at least one swing arm. For this purpose, the electric steering actuator is preferably constructed as a swing actuator, especially an electric motor, which drives a motor shaft capable of twisting about the swing axis, wherein the swing arm and the motor shaft are anti-rotatably connected or via a transmission technique. In particular, the steering torque is understood as the torque pointing about the swing axis. Therefore, an electric steering actuator is proposed, characterized by a particularly compact design.

[0032] In a specific design, additional steering stops and their respective mating stops are radially abutted together about the swing axis at their end positions. Preferably, the additional stop surfaces are formed directly by a correspondingly designed surface of the actuator housing, and / or the additional mating surfaces are formed directly by a correspondingly designed surface of their respective tie rods. For example, the actuator housing has a cylindrical structural shape, wherein the actuator housing provides additional stop surfaces using its radially outer side. Therefore, the first and second tie rods can segmentally have curved portions complementary to the additional stop surfaces of the actuator housing as additional mating surfaces. In particular, the additional stop surfaces cooperate with the additional mating surfaces of the first tie rod in steering deflection in the second steering direction, and cooperate with the additional mating surfaces of the second tie rod in steering deflection in the first steering direction. This provides additional limitation on steering deflection, characterized by a particularly simple and inexpensive design.

[0033] In another implementation, the oscillating axis is arranged or oriented in the same direction and / or parallel to the first and second rotation axes. In principle, the oscillating actuator is axially centered between the two steering knuckles with its oscillating axis about the main axis. Alternatively, the oscillating actuator can be axially offset with its oscillating axis about the main axis, particularly towards the first or second steering knuckle. Therefore, the electrically powered steering actuator can be easily adapted to or positioned within the available structural space.

[0034] In another specific embodiment, the control arm is oriented opposite to the first and second lever arms in the straight position of the two steering knuckles. Specifically, the first and second lever arms are oriented against the direction of travel, while the control arm is oriented in the direction of travel. In principle, the steering actuator has exactly one control arm, wherein the two tie rods are hinged to the control arm, either individually or via a common rotary hinge. Therefore, a particularly compact design for the steering axle can be achieved.

[0035] Particularly preferably, the first steering knuckle defines a first wheel rotation axis, while the second steering knuckle defines a second wheel rotation axis, wherein the first and second wheel rotation axes substantially intersect at a common point on the front axle line during cornering, which is defined by the wheel rotation axes of the front wheels of the front axle. The wheel rotation axes of the steering axle are therefore not parallel during steering deflection, but intersect at a point on the wheel rotation axes of the front axle. A steering angle of 0° is an exception (straight-line driving or a straight posture), where the wheel rotation axes of the front and rear axles are substantially parallel. Preferably, the front axle is implemented as a drive axle, and the rear axle as a steering axle. In principle, the intersection point of the wheel rotation axes of the fully deflected wheels can lie outside the front axle on the front axle line. Alternatively, the intersection point of the wheel rotation axes of the fully deflected wheels lies inside the front axle on the front axle line, thereby achieving a minimal steering circle using the almost laterally upright steering wheels of the rear axle. Therefore, a steering axle for industrial vehicles is proposed, which enables small steering circles for industrial vehicles.

[0036] Another aspect of this invention relates to industrial vehicles having steering axles as described above. In particular, the industrial vehicle is configured as a four-wheeled forklift. For this purpose, the industrial vehicle has two axles and four wheels. Specifically, the industrial vehicle has a steering axle with two steerable, preferably undriven, wheels. Particularly preferably, the vehicle has a front axle with two front wheels and a rear axle with two rear wheels, wherein the front axle is implemented as a drive axle and the rear axle is implemented as a steering axle. Attached Figure Description

[0037] Further features, advantages, and effects of this invention will become apparent from the following description of preferred embodiments of the invention. Herein:

[0038] Figure 1 A highly schematic illustration of an industrial vehicle with a steering axle is shown;

[0039] Figure 2 A top view of the steering axle at its maximum steering angle is shown. Detailed Implementation

[0040] Figure 1 An industrial vehicle 1 with a steering axle 2 is shown in a highly schematic illustration as an embodiment of the present invention, the steering axle being configured to steer the industrial vehicle 1. The industrial vehicle 1 is a dual-track industrial vehicle, such as a four-wheeled forklift, and has a driven front axle 3 with first and second front wheels 4a, 4b and a rear axle 5 with first and second rear wheels 6a, 6b.

[0041] The rear axle 5 is configured as a steering axle 2, wherein the two rear wheels 6a and 6b form the steerable wheels of the industrial vehicle 1. For this purpose, the two rear wheels 6a and 6b are supported on steering knuckles 7a and 7b, respectively, in a manner rotatable about wheel axes of rotation 100a and 100b. The two steering knuckles 7a and 7b are arranged on the axle support 8 in a manner rotatable about axes of rotation 101a and 101b, respectively. In this configuration, the maximum steering angle of the rear wheels 6a and 6b or the steering axle 2 can be achieved from the basic position (e.g., ...). Figure 1 (As shown) It starts at least or exactly + / - 90 degrees.

[0042] The axle support 8 forms a rigid portion of the steering axle 2, wherein the steering axle 2 can be securely connected to the frame of the industrial vehicle 1 via the axle support 8, for example, by means of bolted connections. The axle support 8 specifically defines the main axis 102 by means of its longitudinal axis, wherein two steering knuckles 7a, 7b are arranged at the axial ends of the axle support 8 about the main axis 102.

[0043] The steering axle 2 has an electrically powered steering actuator 9 configured to generate a steering torque about a pivot axis 103, thereby pivoting the two steering knuckles 7a, 7b and consequently the two rear wheels 6a, 6b about their respective rotation axes 101a, 101b. The steering actuator 9 is axially centered between the two steering knuckles 7a, 7b about the main axis 102, wherein the pivot axis 103 is oriented substantially in the same direction as the two rotation axes 101a, 101b.

[0044] The two steering knuckles 7a and 7b are kinematically coupled to the steering actuator 9 via separate tie rods 10a and 10b, respectively. For this purpose, the two steering knuckles 7a and 7b each have lever arms 11a and 11b, via which the tie rods 10a and 10b are hinged to the swing arm 12 of the steering actuator 9 for transmitting steering motion. For example, the steering actuator 9 is constructed as an electric motor that drives a motor shaft about a swing axis 103, wherein the swing arm 12 is connected to the motor shaft at least in a way that resists relative rotation. Therefore, the swing motion of the swing arm 12 about the swing axis 103 is converted into pushing or pulling motion of the first and second tie rods 10a and 10b, which in turn is converted into steering motion of rotation of the two steering knuckles 7a and 7b about their respective rotation axes 101a and 101b. Here, the swing arm 12 extends in the opposite direction to the two lever arms 11a and 11b along the travel direction 104.

[0045] The industrial vehicle 1 also has a drive unit 13, which is connected to the two front wheels 4a, 4b by a drive technology and is used to drive the first front wheel 4a and the second front wheel 4b. For example, the drive unit 13 is configured as an electric drive unit, which has at least one motor for this purpose.

[0046] The industrial vehicle 1 also has an energy storage device 17, which is used, for example, to provide and store electrical energy for the drive unit 13 and the electric steering actuator 9. The energy storage device 17 is, for example, a battery or accumulator.

[0047] Figure 2 A top view about the sway axis 103 shows the steering axle 2 in its end position. In the end position, the two rear wheels 6a, 6b are turned to their maximum steering angle in one direction. For this purpose, the sway actuator 9 moves from its base position (e.g., ...) Figure 1 As shown, a swing motion is performed, for example, in a clockwise direction, wherein the swing arm 12 pivots about the swing axis 103 until the maximum turning angle is reached.

[0048] The first and second tie rods 10a and 10b are connected to their respective lever arms 11a and 11b via rotating hinges 15a and 15b, and are also connected to the swing arm 12 via additional rotating hinges 16a and 16b. Here, the first and second lever arms 11a and 11b are rigidly, and particularly integrally, connected to their respective steering knuckles 7a and 7b.

[0049] Steering knuckles 7a and 7b are supported on axle support member 8 (not shown) via kingpins 17a and 17b, respectively, in a swingable manner. Here, the first rotation axis 101a is defined by the first kingpin 17a, and the second rotation axis 101b is defined by the second kingpin 17b.

[0050] The effective lever length for determining the wheel oscillation torque about the respective rotation axes 101a and 101b of the steering knuckles 7a and 7b is obtained by the distance A between the rotation axes 101a and 101b and the tie rod axes 105a and 105b, which are defined by the two rotating hinges 15a and 16a of the first tie rod 10a or the two rotating hinges 15b and 16b of the second tie rod 10b. If elasticity and wear occur in the components of the steering axle 2, this distance A will unintentionally decrease in the end position.

[0051] Therefore, it is proposed that the two steering knuckles 7a and 7b are respectively provided with steering stop portions 18a and 18b, which cooperate with the paired stop portions 19a and 19b arranged on their respective tie rods 10a and 10b under the condition of maximum steering deflection, so as to limit the swing angle range in both steering directions. Here, the maximum swing angle in the first steering direction is limited when the first steering stop portion 18a abuts against the first paired stop portion 19a, while the maximum swing angle in the second steering direction is limited when the second steering stop portion 18b abuts against the second paired stop portion 19b.

[0052] The first and second steering stops 18a and 18b are each formed by a screw device 20, which is screwed into a screw device receiving portion 21 located on the respective steering knuckles 7a and 7b. In the illustrated embodiment, the screw device receiving portion 21 is constructed as a tongue, and the screw device 21 is held in the tongue by means of a screw connection. The steering stops 18a and 18b can be adjusted by screwing the screw device 21 into or out of the screw device receiving portion 21. Therefore, it is possible to precisely adjust the minimum distance A at the end positions of the steering knuckles 7a and 7b. Thus, when deviating from the end positions, it can be ensured that the effective lever length is not unintentionally reduced by the contact between the steering stops 18a and 18b and the mating stops 19a and 19b. Furthermore, even in the smallest rotational segment that deviates from the end position when the end stop comes into contact, a new effective lever length is formed based on the distance between the rotation axes 101a, 101b and the other respective rotational hinges 16a, 16b, thereby ensuring the return of the turn.

[0053] The screw device 20 has a stop surface 22 for forming turning stops 18a, 18b on the free threaded end, which abuts against the complementary mating surface 23 of the corresponding mating stops 19a, 19b in the end position. Here, the mating surface 23 may be formed as a flat surface of the tie rods 10a, 10b and / or designed parallel to the plane of the stop surface 22, which will make face contact with the corresponding stop surface 22 when the end position is reached.

[0054] The screw device 20 can be secured in any screw-in position by the locking nut 24 to prevent loss of the screw device 20. Furthermore, the locking nut 24 ensures that the adjusted distance A in the end position is continuously maintained. The screw device 20 is constructed as a machine screw with a screw head 25, wherein the locking nut 24 is arranged between the screw head 25 and the screw device receiving portion 21. For example, the screw-in position of the screw device 20 can be changed by a tool fitted onto the screw head 20 to adjust the distance A in the end position. Subsequently, the locking nut 24 and the screw device receiving portion 21 can be tensioned to secure the screw device 20 in the adjusted screw-in position.

[0055] However, instead of locking nut 24, spacer elements (not shown) of different thicknesses may be placed between screw head 25 and screw device receiving portion 21 to determine screw-in positioning and thus distance A.

[0056] To limit the tie rod force at the end position, when the maximum steering angle is reached, the corresponding tie rods 10b, 10a can contact each other at an additional steering stop 26 using additional mating stops 27a, 27b. The steering actuator 9 has an actuator housing 28 for this purpose, with additional steering stops 26 on its radially outer side. The actuator housing 28 has a cylindrical structural shape, wherein the additional steering stops 26 are defined by cylindrical stop surfaces 29 of the actuator housing 28. Therefore, the two tie rods 10a, 10b each have additional mating surfaces 30 on the side facing the actuator housing 28, complementary to the additional stop surfaces 29.

[0057] like Figure 2 As shown, when the steering axle 2 deflects to its maximum in one steering direction, the steering stops 18a and 18b of one steering knuckle 7a and 7b and the mating stops 19a and 19b of the corresponding tie rods 10a and 10b are thus circumferentially fitted together about their respective rotation axes 101a and 101b. The other tie rods 10b and 10a are circumferentially fitted to the other steering stops 26 of the actuator housing 28 about the swing axis 103 using additional mating stops 27a and 27b. Similarly, when the steering axle 2 deflects in the opposite steering direction (not shown), the end stops change direction.

[0058] List of reference numerals

[0059] 1 Industrial vehicles

[0060] 2. Steering axle

[0061] 3. Front axle

[0062] 4. Front wheels

[0063] 5 Rear Axle

[0064] 6a, 6b rear wheels

[0065] 7a, 7b Steering knuckles

[0066] 8. Axle load-bearing components

[0067] 9. Steering actuator

[0068] 10a, 10b tie rods

[0069] 11a, 11b Lever arms

[0070] 12 Swing Arm

[0071] 13 drive units

[0072] 17. Electrical energy storage

[0073] 15a, 15b Rotating hinge

[0074] 16a, 6b Other rotating hinge components

[0075] 17a, 17b Main Sales

[0076] 18a, 18b Steering stop section

[0077] 19a, 19b Paired stop sections

[0078] 20 Screw Devices

[0079] 21 Screw assembly housing

[0080] 22 Stop surface

[0081] 23 Pairing Faces

[0082] 24 Locking nut

[0083] 25 screw heads

[0084] 26. Additional steering stop

[0085] 27a, 27b Other paired stop parts

[0086] 28 Actuator housing

[0087] 29 Other stop surfaces

[0088] 30 Other paired faces

[0089] 100a and 100b wheel rotation axis

[0090] Rotation axes of 101a and 101b

[0091] 102 Main Axis

[0092] 103 Oscillation Axis

[0093] 104 Driving direction

[0094] 105a and 105b tie rod axis

[0095] Distance A

Claims

1. A steering axle (2) for an industrial vehicle (1), the steering axle having: Axle load-bearing component (8), The first steering knuckle (7a) and the second steering knuckle (7b), wherein, The first steering knuckle (7a) is arranged on the axle support (8) in a manner that allows it to rotate about a first rotation axis (101a), and the second steering knuckle (7b) is arranged on the axle support (8) in a manner that allows it to rotate about a second rotation axis (101b); The first horizontal tie rod (10a) and the second horizontal tie rod (10b) are connected in a hinged manner to the first lever arm (11a) of the first steering knuckle (7a), and the second horizontal tie rod (10b) is connected in a hinged manner to the second lever arm (11b) of the second steering knuckle (7b). An electric steering actuator (9) for generating steering motion, wherein the steering actuator (9) is hinged to two tie rods in order to transmit the steering motion to the two steering knuckles. Its features are, The first steering knuckle (7a) defines a first steering stop (18a), the second steering knuckle (7b) defines a second steering stop (18b), and the first tie rod (10a) defines a first mating stop (19a), the second tie rod (10b) defines a second mating stop (19b), wherein, in the end position, one of the steering knuckles is supported by its steering stop on the mating stop of its corresponding tie rod in order to limit the maximum steering angle.

2. The steering axle (2) according to claim 1, characterized in that, In the end position, the first steering stop (18a) and its corresponding first mating stop (19a) are circumferentially and form-fittingly supported on each other about the first rotation axis (101a) of their respective first steering knuckle (7a), or In the end position, the second steering stop (18b) and the associated second mating stop (19b) are circumferentially and form-fittingly supported on each other about the second rotation axis (101b) of the associated second steering knuckle (7b).

3. The steering axle (2) according to claim 1, characterized in that, The first steering stop (18a) is formed by a stop surface (22) constructed on the first steering knuckle (7a), while the first mating stop (19a) is formed by a mating surface (23) constructed on the first tie rod (10a). In the end position, the mating surfaces contact their respective stop surfaces (22), and The second steering stop (18b) is formed by a stop surface (22) constructed on the second steering knuckle (7b), and the second mating stop (19b) is formed by a mating surface (23) constructed on the second tie rod (10b). In the end position, the mating surface contacts the respective stop surface (22).

4. The steering axle (2) according to claim 1, characterized in that, The first steering stop (18a) at the first steering knuckle (7a) and the second steering stop (18b) at the second steering knuckle (7b) are respectively formed by adjustable screw devices (20), or the first mating stop (19a) at the first tie rod (10a) and the second mating stop (19b) at the second tie rod (10b) are respectively formed by adjustable screw devices (20).

5. The steering axle (2) according to claim 4, characterized in that, With the aid of a screw device (20), the distance (A) between the rotation axis of the corresponding steering knuckle and the axis of the tie rod (105a, 105b) extending through the hinge point of the corresponding tie rod can be adjusted in the end position.

6. The steering axle (2) according to claim 4, characterized in that, The screw device (20) forming the first steering stop (18a) has a stop surface (22) at its free threaded end, which in the end position cooperates with the mating surface (23) of the corresponding first tie rod (10a), or the screw device (20) forming the first mating stop (19a) has a mating surface (23) at its free threaded end, which in the end position cooperates with the stop surface (22) of the corresponding first steering knuckle (7a), and The screw device (20) forming the second steering stop (18b) has a stop surface (22) on its end side at its free threaded end, which in the end position cooperates with the mating surface (23) of the corresponding second tie rod (10b), or the screw device (20) forming the second mating stop (19b) has a mating surface (23) on its end side at its free threaded end, which in the end position cooperates with the stop surface (22) of the corresponding second steering knuckle (7b).

7. The steering axle (2) according to claim 4, characterized in that, The first steering knuckle (7a) has a screw device receiving portion (21) for accommodating the screw device (20) forming the first steering stop portion (18a), and the second steering knuckle (7b) has a screw device receiving portion (21) for accommodating the screw device (20) forming the second steering stop portion (18b), or The first horizontal tie rod (10a) has a screw device receiving portion (21) for accommodating the screw device (20) forming the first mating stop portion (19a), and the second horizontal tie rod (10b) has a screw device receiving portion (21) for accommodating the screw device (20) forming the second mating stop portion (19b). The screw device (20) is screwed into its respective screw device receiving part (21).

8. The steering axle (2) according to claim 4, characterized in that, The screw device (20) can be fixed in any screw-in position by means of the locking nut (24).

9. The steering axle (2) according to claim 4, characterized in that, The maximum screw-in positioning of the screw device (20) is determined by at least one spacer element.

10. The steering axle (2) according to claim 1, characterized in that, The steering actuator (9) has an actuator housing (28) that defines an additional steering stop (26), and the two tie rods each define their own additional mating stops, wherein, in the end position, the other tie rod is supported on the additional steering stop (26) of the actuator housing (28) by its additional mating stop in order to limit the tie rod force.

11. The steering axle (2) according to claim 1, characterized in that, The steering actuator (9) has at least one swing arm (12) that can pivot about a swing axis (103), the swing arm being directly hinged to a first tie rod (10a) and / or a second tie rod (10b) for transmitting steering motion, wherein the steering actuator (9) is arranged coaxially with the swing axis (103) so that the swing arm (12) can pivot about the swing axis (103).

12. The steering axle (2) according to claim 10, characterized in that, The steering actuator (9) has at least one swing arm (12) pivotable about a swing axis (103), the swing arm being directly hinged to a first tie rod (10a) and / or a second tie rod (10b) for transmitting steering motion, wherein the steering actuator (9) is arranged coaxially with the swing axis (103) so that the swing arm (12) pivots about the swing axis (103), wherein the additional steering stop (26) and the respective associated additional mating stops (27a, 27b) are form-locked to each other in the radial direction about the swing axis (103) in their end positions.

13. The steering axle (2) according to claim 11, characterized in that, The swing axis (103) is arranged in the same direction and / or parallel to the first rotation axis (101a) and the second rotation axis (101b).

14. The steering axle (2) according to claim 11, characterized in that, The swing arm (12) is oriented opposite to the first lever arm (11a) and the second lever arm (11b) in the straight position of the two steering knuckles.

15. An industrial vehicle (1), characterized in that, The industrial vehicle has a steering axle (2) as described in any one of claims 1 to 14.

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