Steering axle for a steerable vehicle and industrial truck

Abstract

Steering axle (20) for a steerable vehicle, comprising an axle housing (1), a steering motor (6), a steering gear (16), a first steering knuckle (4) with a first steering arm (4'), a second steering knuckle (5) with a second steering arm (5'), a coupling rod (9), a first tie rod (7) and a second tie rod (8), wherein the first steering arm (4') is rigidly arranged on the first steering knuckle (4), wherein the second steering arm (5') is rigidly arranged on the second steering knuckle (5), wherein the first steering knuckle (4) is steerably mounted in the axle housing (1), wherein the second steering knuckle (5) is steerably mounted in the axle housing (1), wherein the first tie rod (7) is articulated at a first end to the first steering arm (4') and articulated at a second end to the coupling rod (9), wherein the second tie rod (8) is articulated at a first end is articulated to the second steering arm (5') and is articulated to the coupling rod (9) at a second end,wherein the steering axle (20) is designed so that the steering motor (6) can adjust a steering angle of the steering axle (20) via the steering gear (16), and wherein the steering axle (20) further comprises a first intermediate steering lever (11) and a second intermediate steering lever (12), characterized in that the first intermediate steering lever (11) is pivotally connected to the axle housing (1) at a first end and pivotally connected to the coupling rod (9) at a second end, and wherein the second intermediate steering lever (12) is pivotally connected to the axle housing (1) at a first end and pivotally connected to the coupling rod (9) at a second end.

Description

[0001] The invention relates to a steering axle for a steerable vehicle according to the preamble of claim 1 and a corresponding industrial truck.

[0002] Various designs of power steering units are known in the state of the art, which either support a driver's manual steering input or automatically adjust a desired steering angle in response to an electrical signal. The actuator is usually either a hydraulic cylinder or an electric motor. These steering units usually comprise, in addition to the actuator, a concentric steering gear and have a shaft as the output. The steering units are column-like in design with a base in the lower section, which is used for attachment to the vehicle chassis. The upper section of the steering unit can be rotated relative to the lower section in order to adjust a steering angle on the steerable wheels.

[0003] In this context, DE 10 2019 116 644 A1 discloses a power steering unit for vehicles, comprising a steering column with a base and an electrically assisted steering apparatus with a housing and an electric motor, wherein the housing is movable relative to the base with respect to one degree of freedom. The steering column, in turn, further comprises a lower axle, which is rotatably connected to the base and partially contained therein. The electric motor is designed to rotate the lower axle via an output shaft.

[0004] The generic document DE 10 2017 222 887 A1 discloses a steerable vehicle axle for a vehicle having a vehicle frame, with a steering mechanism having an axle body extending transversely to the longitudinal extent of the vehicle, at each end of which a steering knuckle is pivotably mounted about a vertical steering knuckle axis. Wheels are rotatably mounted on the steering knuckles. The vehicle axle further comprises a tie rod extending parallel to the axle body, which can be driven transversely to the longitudinal extent of the vehicle by a steering drive having a motor drive by means of an output shaft. The steering mechanism with the axle body and the steering knuckles as well as the wheels is pivotally mounted about a pendulum axis extending in the longitudinal extent of the vehicle. The steering drive is fixedly arranged on the vehicle frame.

[0005] DE 10 2008 028 273 A1 discloses a wheel suspension for the wheels of an axle of a vehicle. A wheel-guiding transverse leaf spring is connected to the wheels in an articulated manner, either directly or via intermediate components such as a wheel carrier, and is indirectly connected to the vehicle body via one or more link elements for relative movement.

[0006] However, the known power steering units have the disadvantage that they require a lot of space due to their column-like design and are subject to unfavorable mechanical loads, which in turn can lead to increased wear and premature failure of the power steering units.

[0007] It is an object of the present invention to propose an improved steering axle for a steerable vehicle.

[0008] This object is achieved according to the invention by the steering axle for a steerable vehicle according to claim 1. Advantageous embodiments and further developments of the invention emerge from the dependent claims.

[0009] The invention relates to a steering axle for a steerable vehicle, comprising an axle housing, a steering motor, a steering gear, a first steering knuckle with a first steering arm, a second steering knuckle with a second steering arm, a coupling rod, a first tie rod, and a second tie rod, wherein the first steering arm is rigidly arranged on the first steering knuckle, wherein the second steering arm is rigidly arranged on the second steering knuckle, wherein the first steering knuckle is steerably mounted in the axle housing, wherein the second steering knuckle is steerably mounted in the axle housing, wherein the first tie rod is articulated at a first end to the first steering arm and articulated at a second end to the coupling rod, wherein the second tie rod is articulated at a first end to the second steering arm and articulated at a second end to the coupling rod, and wherein the steering axle is designed tothat the steering motor can adjust a steering angle of the steering axle via the steering gear. The steering axle according to the invention is characterized in that the steering axle further comprises a first intermediate steering lever and a second intermediate steering lever, wherein the first intermediate steering lever is pivotally connected to the axle housing at a first end and pivotally connected to the coupling rod at a second end, and wherein the second intermediate steering lever is pivotally connected to the axle housing at a first end and pivotally connected to the coupling rod at a second end.

[0010] A steering axle is therefore provided, i.e., an axle with, in particular, two steerable wheels, which is suitable for use on a vehicle. The vehicle is preferably a commercial vehicle such as an agricultural machine, a work machine, or an industrial truck.

[0011] As described, the steering axle initially comprises an axle housing, on which all other components of the steering axle are located. The axle housing thus represents a kind of basic framework for the steering axle.

[0012] Furthermore, the steering axle comprises a steering motor and a steering gear, wherein the steering motor is provided for actuating the steerable wheels of the steering axle, in the sense that the steering motor can adjust a steering angle of the steering axle via the steering gear.

[0013] Preferably, the steering motor and the steering gear are arranged in a common housing.

[0014] The steerable wheels can advantageously also be driven wheels, in which case a drive unit is provided, which in particular does not have to be part of the steering axle.

[0015] The steering motor is preferably a three-phase, brushless electric motor.

[0016] The steering gear is preferably designed as a planetary gear. Particularly preferably, the steering gear can also include a spur gear stage or traction drive stage upstream of the planetary gear.

[0017] The steering axle also comprises a first steering knuckle with a first steering arm and a second steering knuckle with a second steering arm. A first steerable wheel can be rotatably mounted on the first steering knuckle, and a second steerable wheel can be rotatably mounted on the second steering knuckle. The first and second steering knuckles are steerable, i.e., pivotable about a steering axis, and are mounted in the axle housing. A steering movement of the first steering knuckle can thus be transmitted to the first wheel. Likewise, a steering movement of the second steering knuckle can be transmitted to the second wheel.

[0018] The first steering arm is rigidly attached to the first steering knuckle. For example, the first steering arm and the first steering knuckle can be formed as a single piece. However, a welded or screwed connection is also conceivable.

[0019] Similarly, the second steering arm is rigidly attached to the second steering knuckle. For example, the second steering arm and the second steering knuckle can be formed as a single piece. However, a welded or screwed connection is also conceivable in this case.

[0020] The first steering arm serves to transmit a steering torque from the steering motor to the first steering knuckle and the second steering arm serves to transmit a steering torque from the steering motor to the second steering knuckle.

[0021] The steering axle also includes a first tie rod, a second tie rod, and a coupling rod, with each of the coupling rods being connected in an articulated manner at one axial end to a second end of the first tie rod and to a second end of the second tie rod. In other words, the coupling rod is arranged centrally between the tie rods and connects them to each other via a joint. These joints are advantageously pivot or hinge joints with only one degree of freedom.

[0022] The first tie rod is connected to the first steering arm via a joint at a first end, and the second tie rod is connected to the second steering arm via a joint. These joints are also preferably pivot or hinge joints with only one degree of freedom.

[0023] Because the coupling rod is equally connected to the first tie rod and the second tie rod, which in turn are connected to the first steering arm and the second steering arm, respectively, steering movements at the first steering knuckle or first wheel and at the second steering knuckle or second wheel can be adjusted synchronously. Advantageously, the first tie rod, the second tie rod, and the coupling rod are designed such that a steering angle at the first steering knuckle or first wheel and at the second steering knuckle or second wheel are not identical, but together form the so-called Ackermann angle, thus enabling efficient cornering of the steering axle.

[0024] According to the invention, the steering axle further comprises a first intermediate steering lever and a second intermediate steering lever. The first intermediate steering lever is connected to the axle housing at a first end via a joint, and the second intermediate steering lever is also connected to the axle housing in a similar manner at a first end via a joint. Here, too, these are advantageously rotary or hinge joints with only one degree of freedom. At a second end, the first intermediate steering lever is also connected to the coupling rod via a joint. However, the connection to the coupling rod does not necessarily have to be arranged at an axial end of the coupling rod. Likewise, the second intermediate steering lever is connected to the coupling rod at a second end via a joint. These joints are also preferably designed as rotary or hinge joints with only one degree of freedom.

[0025] The first and second intermediate steering arms result in greater mechanical stability of the steering, especially under high wheel forces, for example, when cornering or accelerating or braking, so that the first steering knuckle and the second steering knuckle always reliably maintain the desired angle to each other. Furthermore, by using the first and second intermediate steering arms, the coupling rod and the first and second tie rods can be positioned comparatively closer to the axle housing, resulting in a smaller space requirement for the steering axle.

[0026] According to a preferred embodiment of the invention, the steering motor and the steering gear are arranged on the axle housing coaxially with a steering axis of the first steering knuckle, with an output shaft of the steering gear being non-rotatably connected to a bearing pin of the first steering knuckle. The steering motor and the steering gear are thus arranged on the steering axis of the first steering knuckle, advantageously above the first steering knuckle. By connecting an output shaft of the steering gear non-rotatably to the first steering knuckle, in particular to a bearing pin of the steering knuckle in the axle housing, a rotational movement of the steering motor can be transmitted directly to the first steering knuckle, or a steering torque can be introduced into the first steering knuckle. The rotational movement or the steering torque can be transmitted to the second steering knuckle via the tie rods and the coupling rod. This represents a space-saving embodiment of the invention.

[0027] According to an alternative preferred embodiment of the invention, it is provided that the steering motor is arranged on the axle housing coaxially to a steering axis of the first steering knuckle and that the steering gear is arranged in the first steering knuckle, wherein an output shaft of the steering motor is connected in a rotationally fixed manner to an input shaft of the steering gear. This results in a particularly space-saving embodiment of the invention, since the steering gear is arranged entirely within the first steering knuckle. In other words, the steering gear represents the first steering knuckle, so that a housing of the steering gear is correspondingly designed to be rotatably held in the axle housing via bearings. Furthermore, the housing of the steering gear accordingly has a steering arm, which can be cast, for example, and a shaft section for receiving a wheel.

[0028] Advantageously, the housing represents the output of the steering gear.

[0029] According to a further alternative preferred embodiment of the invention, it is provided that the steering motor is arranged on the axle housing parallel to a steering axis of the first steering knuckle and that the steering gear is arranged in the first steering knuckle, wherein an output shaft of the steering motor is connected to an input shaft of the steering gear via an intermediate gear. This embodiment is also extremely space-saving. In this case, however, the steering motor is not arranged coaxially above the steering gear, but axially offset from it. Depending on the installation conditions in a specific vehicle, this embodiment may be comparatively more suitable than other embodiments. The axial offset between the motor shaft of the steering motor and the input shaft of the steering gear is bridged by an intermediate gear, which can be designed, for example, as a spur gear stage, a belt drive, or a chain drive.

[0030] In addition, a certain reduction ratio can be achieved via the intermediate gear, so that the actual steering gear in the steering knuckle can be comparatively more compact and simpler.

[0031] According to a further alternative preferred embodiment of the invention, the steering motor and the steering gear are arranged on the axle housing in such a way that a rotational axis of an output shaft of the steering gear is identical to a rotational axis of the first intermediate steering lever, wherein the output shaft is connected in a rotationally fixed manner to the first intermediate steering lever. This means that the steering motor and the steering gear are arranged in the region of the first intermediate steering lever, so that the first intermediate steering lever can be rotated along its rotational axis by the output shaft of the steering gear.

[0032] In this case, the steering torque of the steering motor is transmitted via the first steering lever to the coupling rod and from there via the first or second tie rod to the first or second steering knuckle.

[0033] Preferably, the steering motor and the steering gear are arranged completely within the axle housing, which in turn results in a particularly space-saving embodiment of the invention.

[0034] According to a further alternative preferred embodiment of the invention, it is provided that the steering axle further comprises a steering lever and the steering motor and the steering gear are arranged centrally on the axle housing, wherein the steering lever is connected at a first end in a rotationally fixed manner to an output shaft of the steering gear, such that it can pivot about a rotation axis of the output shaft, and is connected at a second end in an articulated manner to the coupling rod. In this case, the steering motor actuates the steering lever via the steering gear, which then transmits the steering movement or the steering torque to the coupling rod. The coupling rod, in turn, transmits the steering movement or the steering torque to the tie rods, which in turn transmit it to the first and second steering knuckles, respectively. Since the steering motor and the steering gear are arranged centrally in the axle housing in this case, a comparatively high degree of steering efficiency is also achieved.

[0035] Preferably, the steering motor and the steering gear are again arranged completely within the axle housing, which also results in a particularly space-saving embodiment of the invention in this case.

[0036] According to another particularly preferred embodiment of the invention, the coupling rod is constructed in two parts, with a first part of the coupling rod being articulated to a second part of the coupling rod and to the steering lever via a common joint. The coupling rod is thus not rigid, but rather has a joint in its axial center that connects both parts of the coupling rod and to which the steering lever also engages. These joints are advantageously rotary or hinge joints with only one degree of freedom.

[0037] According to a further preferred embodiment of the invention, at least the first tie rod is at least partially circular in shape. This results in the advantage that comparatively larger steering angles can be set on the steering axle, since the circular shape allows the tie rods to be guided around the respective steering knuckle during a steering movement and not strike it. This is particularly advantageous when the first steering knuckle encompasses the steering gear, since the steering gear generally results in an enlarged diameter of the first steering knuckle.

[0038] According to a further preferred embodiment of the invention, the first intermediate steering lever has at least a partially circular arc shape, and the second intermediate steering lever has at least a partially circular arc shape, with an outer side of the circle of the first steering lever facing an outer side of the circle of the second steering lever. This means that the intermediate steering levers—like the tie rods—also have a bend that essentially corresponds to a circular arc shape.

[0039] Since the first and second intermediate steering arms are each connected to the axle housing in an articulated manner at their first end, advantageously at the level of the coupling rod, it is generally necessary to provide recesses in the axle housing in which the first ends of the first intermediate steering arm and the second intermediate steering arm can be arranged. The recesses can be milled out, for example. The milled outs must be large enough to allow pivoting movements of the first and second intermediate steering arms, such as occur during a steering movement and the associated axial displacement of the coupling rod. Since the first and second intermediate steering arms are each connected to the coupling rod in an articulated manner at their second end, they follow the displacement of the coupling rod with a pivoting movement.Due to the circular arc-shaped design of the first and second intermediate steering arms, the required recesses can be made comparatively smaller, which, for example, shortens the corresponding milling process and reduces the stability of the axle housing.

[0040] According to an alternative preferred embodiment of the invention, it is provided that the first intermediate steering lever is designed as a rigid articulated lever and that the second intermediate steering lever is designed as a rigid articulated lever, wherein a bend tip of the first intermediate steering lever faces a bend tip of the second intermediate steering lever. A rigid articulated lever in the sense of the invention is understood to be a lever, namely an intermediate steering lever that is not simply straight, but consists of two straight sections connected to one another at a specific angle. The intermediate steering lever therefore has a bend at the angled connection point. For example, the bend can be a right angle. Advantageously, the bend has an angle between 90° and 180°.

[0041] The design of the first and second steering levers as articulated levers leads to the same advantages as the design with a circular arc shape.

[0042] The invention further relates to an industrial truck comprising a steering axle according to the invention. This also results in the advantages already mentioned in connection with the steering axle according to the invention for the industrial truck according to the invention.

[0043] The invention is explained below by way of example with reference to embodiments shown in the figures.

[0044] It shows: Fig. 1 shows an example of a possible embodiment of a steering axle according to the invention for a steerable vehicle, Fig. 2 shows, by way of example, another possible embodiment of a steering axle according to the invention, Fig. 3 shows, by way of example and schematically, another possible embodiment of a steering axle according to the invention, Fig. 4 shows, by way of example and schematically, another possible embodiment of a steering axle according to the invention and Fig. 5 shows, by way of example and schematically, another possible embodiment of a steering axle according to the invention.

[0045] Identical objects, functional units, and comparable components are designated by the same reference symbols throughout the figures. These objects, functional units, and comparable components are identical in terms of their technical features, unless explicitly or implicitly stated otherwise in the description.

[0046] Fig. 1 shows an example of a possible embodiment of a steering axle 20 according to the invention for a steerable vehicle (not shown in Fig. 1), for example for an industrial truck. Fig. 1a shows a section from the front and Fig. 1b shows a top section. The steering axle 20 comprises an axle housing 1, a steering motor 6, a steering gear 16, a first steering knuckle 4 with a first steering arm 4', a second steering knuckle 5 with a second steering arm 5', a coupling rod 9, a first tie rod 7, a second tie rod 8, and a first steerable wheel 3 and a second steerable wheel 2.

[0047] The first steering arm 4' is rigidly arranged on the first steering knuckle 4, and the second steering arm 5' is likewise rigidly arranged on the second steering knuckle 5, the first steering knuckle 4 being steerably mounted in the axle housing 1 and the second steering knuckle 5 also being steerably mounted in the axle housing 1. The first tie rod 7 is articulated at a first end to the first steering arm 4' and articulated at a second end to the coupling rod 9. In an identical manner, the second tie rod 8 is articulated at a first end to the second steering arm 5' and articulated at a second end to the coupling rod 9.

[0048] As in Fig. 1, the steering motor 6 is arranged coaxially with a steering axis of the wheel 3 or the first steering knuckle 4. Furthermore, the steering gear 16 is arranged in the first steering knuckle 4. This results in a very space-saving design of the steering axle according to the invention. Since the steering gear 16 is arranged in the first steering knuckle 4, the first steering knuckle 4 accordingly also represents a housing of the steering gear 16. The housing or the first steering knuckle also constitutes an output shaft of the steering gear 16. An input shaft of the steering gear 16, however, is connected in a rotationally fixed manner to a motor shaft of the steering motor 6.

[0049] As in Fig. As can be seen in Figure 1, the first tie rod 7 and the second tie rod 8 each have a circular arc shape. This mechanically enables comparatively larger steering angles to be set on the steering axle 20, since the circular arc shape allows the first and second tie rods 7, 8 to be guided around the respective steering knuckles 4, 5 and not strike them. This is particularly advantageous for the first steering knuckle 4, since the first steering knuckle 4 encloses the steering gear 16 and therefore has an enlarged diameter.

[0050] The steering axle 20 also comprises a first intermediate steering lever 11 and a second intermediate steering lever 12, wherein the first intermediate steering lever 11 is pivotally connected to the axle housing 1 at a first end and pivotally connected to the coupling rod 9 at a second end. Likewise, the second intermediate steering lever 12 is pivotally connected to the axle housing 1 at a first end and pivotally connected to the coupling rod 9 at a second end.

[0051] The first intermediate steering lever 11 and the second intermediate steering lever 12 each have a circular arc shape, with an outer side of the circle of the first intermediate steering lever 11 facing an outer side of the circle of the second intermediate steering lever 12. Since the first and second intermediate steering levers 11, 12 are each pivotally connected to the axle housing 1 at the level of the coupling rod 9 by their first ends, corresponding recesses are provided in the axle housing 1, in which the first ends of the first intermediate steering lever 11 and the second intermediate steering lever 12 are arranged. The recesses are, for example, milled out sections. The milled out sections must be large enough to also allow pivoting movements of the first and second intermediate steering levers 11, 12, as occur during a steering movement and the associated axial displacement of the coupling rod 9.Due to the circular arc-shaped design of the first and second intermediate steering levers 11, 12, the required recesses can be made comparatively smaller.

[0052] The steering motor 6 can drive an input shaft of the steering gear 16 via its motor shaft, which then steers or pivots the first steering knuckle 4. The steering movement is then transmitted to the second steering knuckle 5 via the first and second steering arms 4' and 5', the first and second tie rods 7 and 8, and the coupling rod 9. Thus, the steering motor 6 can adjust a steering angle of the steering axle 20.

[0053] Fig. 2 shows an example of another possible embodiment of a steering axle 20 according to the invention. Fig. 2a shows a section of the steering axle 20 from the front and Fig. 2b shows a section of the steering axle 20 from above. The steering axle 20 of the Fig. 2 differs from the steering axle 20 of the Fig. 1 exclusively by the arrangement of the steering motor 6. In contrast to Fig. 1, the steering motor 6 is not arranged coaxially on the steering axis of the first steering knuckle 4, but offset parallel in the direction of the center of the axle housing 1. The parallel offset is compensated, for example, by a spur gear stage 17 as an intermediate gear 17, which at the same time effects a speed reduction.

[0054] Fig. 3 shows, by way of example and schematically, another possible embodiment of a steering axle 20 according to the invention. The steering axle 20 of the Fig. 3 differs from the steering axle 20 of the Fig. 1 in turn by the arrangement of the steering motor 6. As can be seen, the steering motor 6 and the steering gear 16 are arranged on the axle housing 1 in such a way that a rotational axis of an output shaft of the steering gear 16 is identical to a rotational axis of the first intermediate steering lever 11, wherein the output shaft is connected in a rotationally fixed manner to the first intermediate steering lever 11. The steering motor 6 thus actuates the first intermediate steering lever 11 directly via the steering gear 16, which in turn then acts on the first tie rod 7 and the coupling rod 9 and can thus adjust a steering angle.

[0055] Fig. 4 shows, by way of example and schematically, another possible embodiment of a steering axle 20 according to the invention. The steering axle 20 of the Fig. 4 differs from the steering axle 20 of the Fig. 1 also by the arrangement of the steering motor 6. According to the example of Fig. 4, the steering motor 6 together with the steering gear 16 is arranged axially centrally on the axle housing 1, with a steering lever 14 also being provided. The steering lever 14 is connected at a first end in a rotationally fixed manner to an output shaft of the steering gear 16, so that it can pivot about a rotational axis of the output shaft, and at a second end, the steering lever 14 is articulated to the coupling rod 9. Thus, the steering lever 14 is actuated directly by the steering motor 6 via the steering gear 16.

[0056] Fig. 5 shows, by way of example and schematically, another possible embodiment of a steering axle 20 according to the invention. The steering axle 20 of the Fig. 5 differs from the steering axle 20 of the Fig. 4 in that the coupling rod 9 is designed in two parts, wherein a first part of the coupling rod 9 is articulated to a second part of the coupling rod 9 and to the steering lever 14 via a common articulation point 13. Reference symbol 1 axle housing 2 second wheel 3 first wheel 4 first steering knuckle 4' first steering arm 5 second steering knuckle 5' second steering arm 6 Steering motor 7 first tie rod 8 second tie rod 9 Coupling rod 11 first steering intermediate lever 12 second steering intermediate lever 13 common joint 14 steering levers 16 steering gear 17 Spur gear stage 20 steering axle

Claims

[1] Steering axle (20) for a steerable vehicle, comprising an axle housing (1), a steering motor (6), a steering gear (16), a first steering knuckle (4) with a first steering arm (4'), a second steering knuckle (5) with a second steering arm (5'), a coupling rod (9), a first tie rod (7) and a second tie rod (8), wherein the first steering arm (4') is rigidly arranged on the first steering knuckle (4), wherein the second steering arm (5') is rigidly arranged on the second steering knuckle (5), wherein the first steering knuckle (4) is steerably mounted in the axle housing (1), wherein the second steering knuckle (5) is steerably mounted in the axle housing (1), wherein the first tie rod (7) is articulated at a first end to the first steering arm (4') and articulated at a second end to the coupling rod (9), wherein the second tie rod (8) is pivotally connected at a first end to the second steering arm (5') and is pivotally connected at a second end to the coupling rod (9),wherein the steering axle (20) is designed so that the steering motor (6) can adjust a steering angle of the steering axle (20) via the steering gear (16), and wherein the steering axle (20) further comprises a first intermediate steering lever (11) and a second intermediate steering lever (12), , characterized by that the first intermediate steering lever (11) is connected at a first end in an articulated manner to the axle housing (1) and at a second end in an articulated manner to the coupling rod (9), and wherein the second intermediate steering lever (12) is connected at a first end in an articulated manner to the axle housing (1) and at a second end in an articulated manner to the coupling rod (9). [2] Steering axle (20) according to claim 1, characterized by that the steering motor (6) and the steering gear (16) are arranged on the axle housing (1) coaxially to a steering axis of the first steering knuckle (4), wherein an output shaft of the steering gear (16) is connected in a rotationally fixed manner to a bearing pin of the first steering knuckle (4). [3] Steering axle (20) according to claim 1, characterized by that the steering motor (6) is arranged on the axle housing (1) coaxially to a steering axis of the first steering knuckle (4) and that the steering gear (16) is arranged in the first steering knuckle (4), wherein an output shaft of the steering motor (6) is connected in a rotationally fixed manner to an input shaft of the steering gear (16). [4] Steering axle (20) according to claim 1, characterized by that the steering motor (6) is arranged on the axle housing (1) parallel to a steering axis of the first steering knuckle (4) and that the steering gear (16) is arranged in the first steering knuckle (4), wherein an output shaft of the steering motor (6) is connected to an input shaft of the steering gear (16) via an intermediate gear (17). [5] Steering axle (20) according to claim 1, characterized bythat the steering motor (6) and the steering gear (16) are arranged on the axle housing (1) in such a way that an axis of rotation of an output shaft of the steering gear (16) is identical to an axis of rotation of the first intermediate steering lever (11), wherein the output shaft is connected in a rotationally fixed manner to the first intermediate steering lever (11). [6] Steering axle (20) according to claim 1, characterized by that the steering axle (20) further comprises a steering lever (14) and the steering motor (6) and the steering gear (16) are arranged centrally on the axle housing (1), wherein the steering lever (14) is connected at a first end in a rotationally fixed manner to an output shaft of the steering gear (16) so that it can pivot about an axis of rotation of the output shaft, and is connected at a second end in an articulated manner to the coupling rod (9). [7] Steering axle (20) according to claim 6, characterized bythat the coupling rod (9) is designed in two parts, wherein a first part of the coupling rod (9) is articulated to a second part of the coupling rod (9) and to the steering lever (14) via a common articulation point (13). [8] Steering axle (20) according to at least one of claims 1 to 7, characterized by that at least the first tie rod (7) has at least partially a circular arc shape. [9] Steering axle (20) according to at least one of claims 1 to 8, characterized by that the first intermediate steering lever (11) has at least partially a circular arc shape and that the second intermediate steering lever (12) has at least partially a circular arc shape, wherein an outer side of the circle of the first intermediate steering lever (11) faces an outer side of the circle of the second intermediate steering lever (12). [10] Steering axle (20) according to at least one of claims 1 to 8, characterized bythat the first intermediate steering lever (11) is designed as a rigid articulated lever and that the second intermediate steering lever (12) is designed as a rigid articulated lever, wherein a kink tip of the first intermediate steering lever (11) faces a kink tip of the second intermediate steering lever (12). [11] Industrial truck comprising a steering axle (20) according to at least one of claims 1 to 10.

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