Steering axle bearing

Abstract

In the invention, the pivot pin (1) is mounted on the fork pin (2) in the bearings by means of the guide pins (21, 24). The coaxial cylindrical bores of the fork pin (2) are through-holes. The opening of the upper arm of the upper bearing of the pivot pin (1) is closed from above by the steering lever (14), which is firmly connected to the pivot pin (1) via the screw (16) of the steering lever (14), which is screwed into this upper arm of the pivot pin (1). The upper guide pin (24) is pulled axially from above, together with the upper arm of the fork pin (2), by the upper screw (25) over the upper nut (23), which is screwed into the upper arm of the fork pin (2). The lower pin (21) of the lower bearing is pulled axially from below with the lower arm of the fork pin (2) by the lower screw (22) and the lower nut (20) screwed into the lower arm of the fork pin (2).The bearing in the lower bearing is an axial bearing, in particular a rolling bearing (6), which is mounted with its lower bearing ring in the lower cover (5) and whose upper bearing ring rests on the end face of the lower pin (21).

Description

Technical area The invention relates to a steering axle bearing in which the pivot pin is attached to a clevis pin in the upper and lower bearings by means of steering pins that are fixedly mounted in mutually coaxial cylindrical bores in the pivot pin and the clevis pin. The ends of the pivot pins rest against the corresponding surface of the clevis pin and are axially tightened into the clevis pin from the outside by means of screws. The outer surface of the bore in the pivot pin of the lower bearing is closed by a lower cover. A bearing for absorbing axial forces is located between the lower cover and the steering pin. State of the art The prior art of the applicant's products is illustrated in Figures 1 and 2. The illustrated fastening of the steering axle allows the pivot pin 1, on which the wheel hub is mounted, to pivot about the steering axle relative to the vertical clevis pin 2, which is rigidly connected to the half-axle. The steering axle is to be understood as the axis that passes through the axis of rotation of the upper steering pin 3 and the lower steering pin 4. It is a structural unit that enables the rotation of the wheels of the steered axles, i.e., the change of direction or rotation of the wheels. It thus enables the movement of the pivot pin 1 with the wheel hub relative to the axle or half-axle, as well as the transmission of force between them. The load-bearing part of the bearing is formed by a vertical clevis pin 2, in which the upper and lower steering pins 3 and 4 are fixedly mounted. This fixed mounting is achieved by means of a thread, with the steering pins 3 and 4 being centered by the centering diameters 3a and 4a. For mounting the key and its pins, bores 3b and 4b are located on the end faces of the steering pins 3 and 4. An axial bearing 6 is mounted in the lower cap 5 of the steering shaft to absorb the axial force. The lower bearing race of the axial bearing 6 is centered in the lower cap 5, while the upper bearing race sits on the centering diameter 4c of the lower steering pin 4, thus forming a cylindrical projection at the end of the lower steering pin 4. Radial forces and rotational movement are accommodated by a sliding sleeve 7, which is pressed into the lower cap 5 and rests on the cylindrical surface of the lower pin 4.The lower cover 5 is centered in the bore of the lower arm of the pivot pin 1 and is firmly connected to the pivot pin 1 by means of screws 8. The lower bearing is sealed by a gasket 9 and a sealing ring 10. The upper steering pin 3 is provided at its end with a cylindrical projection that forms a centering diameter 3c for the disc springs 11 and simultaneously centers the support washer 12. The disc springs 11 are preloaded to a defined preload by means of an adjusting screw 13, which is screwed into the upper arm of the pivot pin 1. This adjusts the position of the pivot pin 1 relative to the vertical clevis pin 2 and the axial bearing clearance. This clearance determines the remaining preload range of the disc springs 11 and serves to dampen vibrations that would otherwise be transmitted to the steering system. The absorption of the radial force and the rotation of the pivot pin 1 about the steering axis are enabled by the same sliding bushing 7 as in the lower bearing. This bushing is pressed into the adjusting screw 13 and its inner diameter is mounted on the cylindrical surface of the upper steering pin 3.The bearing is sealed by a seal 9 between the fork pin 2 and the adjusting screw 13. The steering lever 14 is centered by the centering diameter 13a, which is formed by the cylindrical surface of the adjusting screw 13. The position of the steering lever 14 is fixed by a bolt 15, which simultaneously transmits the forces between the steering lever 14 and the pivot pin 1. The secure connection between the steering lever 14 and the pivot pin 1 is ensured by screws 16. The adjusting screw 13 is secured against loosening by a spacer ring 26. This spacer ring is inserted between the top of the adjusting screw 13 and the bottom of the bore in the steering lever 14. Its thickness is chosen to fill the resulting gap between the components. Threads are provided in the steering lever 14 and the lower cover 5, which are closed by set screws 17.These are used to push away the steering lever 14 and the lower cover 5 during disassembly. The forces from the wheel are transmitted via the wheel component to the pivot pin 1, which is rigidly connected to the lower cover 5 in the lower bearing and to the steering lever 14 and the adjusting screw 13 in the upper bearing. Sliding bushings 7 are pressed into the adjusting screw 13 and the lower cover 5. The forces are transmitted via the sliding bushings 7 to the screwed-in steering pins 3 and 4. The vertical force is absorbed in the thrust bearing 6 and transmitted via the lower steering pin 4 to the vertical clevis pin 2. The steering forces are transmitted to the steering lever 14 and subsequently also via the pivot pin 1 and the components of the upper and lower bearings, i.e., the adjusting screw 13, the lower cover 5, and the sliding bushings 7, to the steering pins 3 and 4. The forces acting across their surfaces and centering diameters 3a and 4a are also absorbed in the vertical clevis pin 2.During tracking, the parts rotate around the tracking axis, with only the tracking bolts 3 and 4 being static parts, i.e., the parts that are rigidly connected to the vertical fork bolt 2. The rotational movement is ensured by the rotation of the sliding bushings 7 on the cylindrical surfaces of the tracking bolts 3 and 4 and by rolling in the axial bearing 6. The lower bearing is lubricated via a grease nipple 18 on the lower arm of the pivot pin 1, which is arranged tangentially to the axis of the lower steering pin 4. A lower lubrication bore 1a leads from the grease nipple 18 to the lubrication bore 5a of the lower cover 5 of the steering axle. A circumferential lubrication groove 5b is located in the lower cover 5 of the steering axle, along the axis of which the lubrication bore 5a runs. The lubrication bore 7a of the sliding bushing 7 is guided in this groove 5b. Longitudinal lubrication grooves 5c are provided in the lower cover 5 for the lubrication of the axial bearing 6. A sealing plug 19 serves to vent the lower cover 5. The lubrication of the upper bearing of the steering axle is carried out analogously. A grease nipple 18 is screwed into the upper arm of the pivot pin 1, perpendicular to the axis of the upper steering pin 3. An upper lubrication bore 1b is drilled from the grease nipple 18, opening into the circumferential lubrication groove 1c. The adjusting screw 13 is also provided with a circumferential lubrication groove 13b, which additionally has lateral lubrication bores 13c. These connect the circumferential lubrication grooves 1c and 13b in the pivot pin 1 to the adjusting screw 13. The bearing is designed such that, after assembly, the lubrication bore 7a of the sliding bushing 7 opens into the circumferential lubrication groove 13b of the adjusting screw 13. Similar to the lower cover 5, the adjusting screw 13 also has longitudinal lubrication grooves 13d through which the lubricant reaches the disc springs 11.The axial lubrication bore 13e in the axis of the adjusting screw 13 allows air to escape to the sealing plug 19 and, after its removal, to the atmosphere. The sealing plug 19 is screwed onto the steering lever 14. Further prior art solutions are disclosed in documents US602998A, US4798394A, US4915530A and US2022258798A1. These solutions include a bearing with a through pin. Such solutions do not allow the installation of a drive shaft and are therefore, unlike the present invention, only suitable for non-driven axles. In another prior art, described in patent US2004 / 0262875, the bolts are pressed into the fork on the axle shaft, but are not axially secured by a screw and are free of play. Bearing bushings rest against the end faces of the bolts, which are pressed into the arms of the pivot pin with their outer diameter. Only the bearing bushings are axially secured, namely by a screw plug. The axial force acts on the inner surface of the lower bearing bushing. Since this is a frictional contact, a higher load would lead to excessive friction and higher steering forces. For this reason, as also described in the patent, the axle is only suitable for commercial vehicles. The patent does not describe the disassembly of the bearing, in particular not the disassembly of the bearing bushings 13 and 14.To disassemble the bearing, the pressed-in bushings 13, 14 and the pressed-in pins 11, 12 obviously need to be removed, which is not easy. The solution disclosed in GB2316050A, in which pins are pressed into the fork of the axle shaft and tightened with a screw, is considered to be the state of the art closest to variant 1. The difference to the GB version also lies in the design of the journals 8 (see Fig. 2). The GB version includes two preloaded tapered roller bearings, the preload of which causes additional stresses in the bearing components, particularly in the fork journal. Since the cover 24 is screwed on in the GB version, the bearing ring 14a must be pressed in with sufficient overlap to prevent rotation during assembly and especially during operation. Assembly and disassembly of the GB bearing are more complex than with version 1, as not only the journals but also the outer races of the bearings are pressed in according to GB. The GB solution does not provide any additional damping. The bearing described in the GB version is not lubricable. In the prior art, the journals, among other components, represent problematic elements because it is technologically difficult to maintain the alignment of the centering diameter and the thread at the journal end. In contrast to GB, the present invention therefore uses an axial roller bearing in combination with sliding bushings. The essence of the invention Regarding the terminology used here, it should be noted that the pivot point is the load-bearing element of the entire wheel assembly. The components for mounting the wheel hub are attached to it. The pivot point must have a through bore to accommodate and guide the drive shaft. The fork of the half-axle divides its end into two arms to allow for the mounting of the steering axle. The fork is either forged directly onto the axle bridge, as is typical for rigid steering axles, or, as with Tatra axles, a component including this fork is welded to the half-axle tube as a vertical fork bolt. The arrangement of the steering axis eliminates at least some disadvantages of the prior art. The pivot pin in the upper and lower brackets is attached to a clevis pin by means of steering bolts that are fixedly mounted in coaxial cylindrical bores in the pivot pin and the clevis pin. The ends of the steering bolts rest against the corresponding surface of the clevis pin and are axially tightened into the clevis pin from the outside by means of screws. The outer surface of the bore in the pivot pin of the lower bracket is closed by a lower cover. A bearing for absorbing axial forces is located between the lower cover and the steering pin.a) The coaxial cylindrical holes of the clevis pin are through-holes. b) The opening of the upper arm e of the upper pivot bearing is closed from above by the steering lever, which is firmly connected to this upper arm via the steering lever screw screwed into this upper arm of the pivot pin. The upper steering pin is pulled axially from above, together with the upper arm of the clevis pin, by the upper screw over the upper nut screwed into the upper arm of the clevis pin. c) The lower journal of the lower bearing is pulled axially from below, together with the lower arm of the clevis pin, by means of the lower screw and the lower nut screwed into the lower arm of the clevis pin. The bearing in the lower bearing is a thrust bearing, in particular a rolling bearing, which is mounted with its lower ring in the lower cover and rests with its upper ring on the end face of the lower journal. A preferred embodiment of the invention consists in the lower pivot pin being mounted in the inner opening of the lower cover by means of a sliding sleeve, and the upper pivot pin being mounted in the inner opening of the adjusting screw, which is screwed into the upper arm of the pivot pin from above, also by means of a sliding sleeve. Another advantageous embodiment of the invention consists in the upper bracket having disc springs for damping vibrations, which are inserted between the head of the upper screw and the inner surface of the adjusting screw. Another advantageous embodiment of the invention consists in the fact that the adjusting screw is adjusted both via its outer diameter for centering the steering lever and via its inner diameter to ensure the correct preload of the disc springs and the correct seating of the sliding bushing. Another advantageous embodiment according to the invention consists in the lower and upper bearings having a system of lubrication bores and lubrication grooves for relubricating the steering axle bearing. Another advantageous embodiment of the invention consists in the upper screw having both a centering diameter for mounting in the upper pivot pin and a centering diameter for mounting the disc springs, and the lower screw also having a centering diameter for mounting in the lower pivot pin and a centering diameter for mounting the upper ring of the thrust bearing. The difference to GB also lies in the design of the pins (see Fig. 2). The lower and upper pins of variant 1 rest on the bottom of the bore in the fork. Their cylindrical surface serves as a bearing surface for the sliding bushing, while the opposite surface forms the bearing surface for the axial bearing of the lower bearing. Unlike GB, the pin bolts are not screwed into the vertical bolts, but into nuts, which in turn are screwed into the vertical bolts. The difference between variant 2 and the solution disclosed in GB2316050A is identical to the difference between variant 1 described above, except for the position of the pins. In variant 2, steering bolt bushings are pressed into the fork of the half-shaft instead of steering bolts (as in the GB solution). These bushings have a conical inner bore into which steering bolts with an external cone are inserted and then axially secured with a screw. The steering bolts also have a cylindrical inner bore into which a centering ring is mounted on the lower bearing, centering the inner ring of the thrust bearing. As with variant 1, the outer surface of the steering bolt, on which the thrust bearing rests, is functional in variant 2 as well. The conical bearing facilitates the assembly and disassembly of the steering bolts. The steering bolt bushing allows only the bushing to be replaced instead of the entire half-shaft if the bearing or the thread is worn. At the same time, manufacturing a conical bore in the steering bolt bushing is technologically simpler than in the forked bolt. Further advantages of the invention will become apparent from the description and the drawing. Likewise, the aforementioned and further developed features of the invention can be used both individually and together in the combinations specified in the appended claims. The exemplary embodiments shown and described are not to be understood as an exhaustive list, but merely serve as an illustrative description of the invention. Explanation of the drawings The invention is explained in more detail below with reference to specific embodiments shown in the drawings. Figure 1 shows the prior art for the lower mounting of the steering axle in a cross-section through the steering axle in the transverse axis of the vehicle. Figure 2 shows the prior art for the upper mounting of the steering axle in a cross-section through the steering axle in the transverse axis of the vehicle. Figure 3 shows the lubrication of the lower bearing of the steering axle according to the prior art, wherein, in contrast to the illustration in Figure 1, Figure 3 shows a section through the grease nipple and the grease plug, with the parts rotated so that all important elements for lubrication are visible. Figure 4 shows the lubrication of the upper bearing of the steering axle according to the prior art; compared to Figure 2, Figure 4 shows a section through the grease nipple, with the parts rotated so that all important elements for lubrication are visible.Fig. 5 Cross-section of an exemplary embodiment of the lower steering axle mounting according to the invention in cross-section through the steering axle in the transverse axis of the vehicle - Variant 1. Fig. 6 Cross-section of an embodiment according to the invention with upper mounting of the steering axle in cross-section of the steering axle in the transverse axis of the vehicle - Variant 1. Fig. 7 Cross-section of an example of the lower mounting of the steering axle in cross-section of the steering axle in the transverse axis of the vehicle - Variant 2. Fig. 8 Cross-section of an example of the upper mounting of the steering axle in cross-section of the steering axle in the transverse axis of the vehicle - Variant 2. Fig. 9 is a cross-section of an embodiment of the lubrication of the lower bearing of the steering axle according to the invention - Variant 1. In contrast to the illustration in Fig. 5, the cross-section in Fig.Fig. 10 shows a cross-section of an embodiment of the lubrication of the upper bearing of the steering axle according to the invention – variant 1. In contrast to Fig. 6, Fig. 10 shows a cross-section through the grease nipple, with the parts rotated so that all important elements for lubrication are visible. Fig. 11 shows a cross-section of an example of the lubrication of the lower bearing of the steering axle – variant 2, wherein, in contrast to the figure in Fig. 7, the cross-section in Fig. 11 is through the grease nipple and the lubrication plug, with the parts rotated so that all important elements for lubrication are visible. Fig. 12 shows a cross-section of an example of the lubrication of the upper bearing of the steering axle – variant 2, wherein, in contrast to Fig. 8, the cross-section in Fig. 11 is through the grease nipple and the lubrication plug, with the parts rotated so that all important elements for lubrication are visible.12 through the grease nipple, whereby the parts are rotated so that all important elements for lubrication are visible. Examples of the implementation of the invention Option 1 The load-bearing element of the bearing according to the present invention (Fig. 5) remains the clevis pin 2, in contrast to the prior art. The lower nut 20 is screwed into the lower arm of the clevis pin 2, and the lower pin 21 is pressed in with an overlap. The lower pin 21 is provided with an internal thread 21a for assembly and disassembly. The axial locking of the lower pin 21 is ensured by the lower screw 22 of the lower pin 21, which is screwed into the lower nut 20 and clamps the lower pin 21, which is centered therein with its centering diameter 22b. The thrust bearing 6 is mounted with its lower ring in the lower cover 5 and rests with its upper ring on the surface 21b of the lower pin 21. The upper ring is centered with its centering diameter 22a on the lower screw 22 of the lower pin 21. As shown in Fig.As shown in Figures 1-4, the sliding bushing 7 is mounted in the lower cover 5 and rests on the lower pin 21. The lower cover 5 is fastened to the pivot pin 1 by means of screws 8. The lower bearing is sealed by a sealing ring 10, which is arranged between the lower cover 5 and the lower arm of the pivot pin 1, and by a seal 9, which is located in the clevis pin 2 and on the cylindrical surface of the lower cover 5. 23 is screwed into the threaded bore of the upper arm of the clevis pin 2. The upper pivot pin 24 is inserted with guaranteed overlap into the cylindrical bore, which also has an internal thread 24a for assembly and disassembly (Fig. 6). The upper pivot pin 24 is tightened axially by the upper screw 25, which is screwed into the upper nut 23. The centering of the upper screw 25 in the upper pivot pin 24 is ensured by its centering diameter 25c. For assembly, the upper screw 25 is provided with bores 25a for the assembly wrench. The upper screw 25 has a cylindrical projection 25b for centering the disc springs 11. The compression of the springs 11 and their axial positioning are ensured by the adjusting screw 13, which is screwed into the upper arm of the pivot pin 1. In comparison to the prior art according to Fig. 1-4, the support disc 12 is omitted in variant 1.The transmission of the radial force and the rotation about the steering axis are again enabled by the sliding sleeve 7, which is located in the adjusting screw 13 and rests on the cylindrical part of the upper steering pin 24. The steering lever 14 is centered on the pivot pin 1, which is centered by the centering diameter 13a formed by the cylindrical surface of the adjusting screw 13. The position of the steering lever 14 is determined by the bolt 15, which simultaneously transmits the forces between the steering lever 14 and the pivot pin 1. The steering lever 14 is firmly connected to the pivot pin 1 by means of screws 16. As in the prior art, a spacer 26 is inserted between the steering lever 14 and the adjusting screw 13, which limits the gap between the steering lever 14 and the adjusting screw 13 and thus prevents loosening.The thickness of the spacer 26 corresponds to the difference between the depth of the bore in the steering lever 14 and the height of the adjusting screw 13 from the upper outer surface of the pivot pin 1. The sealing of the assembly is ensured by the seal 9 mounted in the fork pin 2 and the cylindrical surface of the adjusting screw 13. As in the prior art according to Fig. 1-4, there are also adjusting screws 17 here, which serve to push away the steering lever 14 and the lower cover 5 during disassembly. The lubrication of the upper and lower bearings is identical to the prior art and comprises a system of lubrication bores 1a, 1b, 5a, 7a, 13c, 13e, lubrication circumferential grooves 1c, 5b, 13b and lubrication longitudinal grooves 5c, 13d, which are described in detail in the prior art, as well as a grease nipple 18 and a plug 19. In variant 1, the power transmission is identical to the description of the prior art according to Fig. 1-4. The pivot pins 21, 24 are not screwed in, but pressed in and tightened with screws 22, 25. In the present invention, variant 1, the screws 22 and 25 are specially designed compared to GB and are not standardized components. They not only serve to axially pull out the pin bolts 21 and 24, but also center the upper ring of the axial bearing 6 or the disc springs 11 in the upper bearing. In variant 1, the screws 22 and 25 are additionally screwed into the nuts 20 and 23. This allows the diameter of the screw 22 or 25 of the pin bolt 21 and 24 to remain smaller, while the thread in the clevis pin 2 can have a larger diameter. When using a clevis pin 2 made of cast iron or cast steel, pressing it out is more difficult. Another advantage of the nuts 20 and 23 in conjunction with the smaller screws 22 and 25 of the steering bolts 21 and 24 is the smaller bore of the steering bolts 21 and 24 and the resulting higher stiffness compared to the variant with a larger thread.The main advantage, however, lies in the possibility of mounting the embodiment according to variant 1 in axles that feature the prior art solution according to Figs. 1-4. Both solutions, i.e., the prior art solution according to Figs. 1-4 and variant 1, are therefore interchangeable. The present invention eliminates at least some of the disadvantages of the prior art and is at the same time completely interchangeable with the corresponding prior art as shown in Figs. 1-4, which means that it can also be used to replace a specific structural group in axles equipped with this prior art. In contrast to GB, variant 1 has a steering lever 14 that is not part of the pivot point 1. If the steering lever 14 were part of the pivot point 1, a simple cover would suffice in place of the steering lever 14, and the solution would be functional. However, in the GB solution, replacing the steering lever, which here is part of the pivot point 15 (see Fig. 2), with a separate component would require modifying the upper mounting. This is necessary because the steering lever and the upper cover 19 form a single component, and therefore both the upper cover 19 and the mounting of the separate steering lever would have to be replaced. In comparison to GB, variant 1 has, in addition to plain bearings and an axial bearing, also disc springs 11 which are mounted with a certain preload, but enable a suspension and thus dampen vibrations and shocks that are transmitted from the wheel to the steering. Option 2 The pin 28 is pressed into the lower arm of the fork bolt 2 (see Fig. 7) with a projection 27, forming the inner conical surface 27a. The pin 28 is inserted into the conical bore formed by the inner conical surface 27a of the housing 27. The housing 27 is provided with an outer conical surface 28a at its end and is then screwed into the housing 27 with a screw 29. For disassembly, the pin 28 is provided with a thread 28b, as in the previous case. A centering ring 30 is inserted into the inner cylindrical bore 28d of the pin 28 and centers the upper ring of the thrust bearing 6. The lower ring is centered in the lower cover 5. A spacer 31 is inserted, if necessary, between the end face 28c of the pin 28 and the upper ring of the thrust bearing 6. The sliding bushing 32 is housed in the lower cover 5 and rests on the outer cylindrical part of the pin 28.The lower cover 5 is connected to the pivot point 1 by means of screws 8. The pivot shaft is in turn sealed by a sealing ring 10 and a gasket 9. The pivot pin 28 is pressed overlapping into the upper arm of the fork pin 2 (see Fig. 8). The pivot pin 28 is inserted into the sleeve 27. It has an outer conical surface 28a that rests against the inner conical surface 27a of the sleeve 27. As with the lower assembly of variant 2, the pivot pin 28 is pulled into the sleeve 27 by means of the screw 29. The sliding sleeve 32 is inserted into the adjusting screw 33, and its inner cylindrical surface rests against the cylindrical part of the pivot pin 28. The adjusting screw 33 is screwed into the upper arm of the pivot pin 1 and compresses the disc springs 11 to the desired preload. The adjusting screw 33 is secured against rotation by tightening two adjusting screws 17. Their threads can also be used to push away the steering lever 14 during disassembly. The solutions in earlier versions, i.e. the current state of the art (Figs. 1-4) and variant 1 (Figs. 5 and 6)The spacer 26 used in Figure 6 is therefore no longer required. The upper bearing is sealed by a seal 9, which is identical to that used in earlier solutions, i.e., the current state of the art (Figs. 1-4) and variant 1 (Figs. 5 and 6). The steering lever 14 is centered on the adjusting screw 33 and the pin 15 by a centering diameter 33a. This ensures the correct mounting position of the steering lever 14 and facilitates force transmission between the steering lever 14 and the pivot pin 1. The steering lever 14 is fastened to the pivot pin 1 by means of screws 16. The lubrication of the bearing corresponds to the previous variants (see Figs. 1-4 and Variant 1, Figs. 5 and 6) and is described in detail in the prior art in Figs. 3 and 4. The difference lies in the circumferential lubrication bores 33b of the adjusting screw 33. These also run circumferentially, but are no longer inclined, but rather horizontally drilled and open into the circumferential lubrication groove 33f, into which the lubrication bore 32a of the sliding bushing 32 also opens. In Variant 2, the lubrication of the plug 19 is provided analogously by the longitudinal grooves 33e and the centrally arranged hexagonal bore 33c. This serves simultaneously for the assembly and disassembly of the adjusting screw 33, but especially through the upper lubrication bores 33d. The power transmission is identical to that of the prior art, with the difference that the force is transmitted from the pivot pin 28 to the bushing 27 of the pivot pin 28, which is firmly pressed into the fork pin 2. However, variant 2 is not interchangeable with the prior art according to Fig. 1-4 and therefore cannot be used for axles that have already been manufactured. Variant 2 eliminates the problems of assembly according to the prior art as shown in Figs. 1-4. Its advantage over Variant 1 also lies in the simpler assembly and disassembly of the pin 28 and in the use of a longer sliding sleeve 32. In addition, the parts of the pin 28 and the screw 29 are advantageously standardized for both upper and lower assembly. Reference symbol list a Steering axle 1 Pivot point 1a Lower lubrication hole (in pivot point) 1b Upper lubrication hole (in pivot point) 1c Circumferential lubrication groove (in pivot pin) 2 Forked pin 3 Upper rudder bolt (state of the art) 3a Centering diameter (upper pivot pin) 3b Holes for the fastening wrench (in the upper pivot pin) 3c Centering diameter (for Belleville washers according to the state of the art) 4 Lower rudder bolt (state of the art) 4a Centering diameter (lower pin) 4b Holes for the fastening wrench (in the lower pivot pin) 4c Centering diameter (of the state-of-the-art pivot pin for thrust bearings) 5 Cover (railway axles) 5a Lubrication hole (in the bottom cover) 5b Circumferential lubrication groove (in the bottom cover) 5c Lubrication groove (in the bottom cover) 6 Thrust bearing 7 Sliding bushing (state of the art and variant 1) 7a Lubrication hole (of the sliding bushing) 8 Screw (rail axle cover) 9 Seal 10 Sealing ring 11 Belleville washers 12 Support pads 13 Adjusting screw 13a Centering diameter (for steering lever) 13bcircumferential lubrication groove (in the adjusting screw) 13c lubrication holes on the side (in the adjusting screw) 13d lubrication grooves (in the adjusting screw) 13e lubrication hole 14 steering lever 15 pin 16 screw (steering lever) 17 adjusting screw 18 grease nipple 19 plug 20 lower nut 21 lower pivot pin (variant 1) 21a internal thread (in the lower pin (variant 1)) 21b lower pivot pin surface (variant 1) 22 lower bolt (lower pivot pin variant 1) 22a centering diameter (of the upper ring of the axial bearing (variant 1)) 22b centering diameter (of the lower screw for fastening in the lower pivot pin) 23 upper nut 24 upper pin bolt (variant 1) 24a internal thread (in the upper pin) 25 upper bolt (upper pivot pin) 25a holes (for the mounting wedge in the upper screw of the steering pin) 25b Centering diameter (of the disc springs on the upper pivot pin (variant 1)) 25c Centering diameter (of the upper mounting bolt for the upper pivot pin) 26 Spacer 27 Bushing (of the27a inner conical surface (in the steering pin housing) 28 pivot pin (variant 2) 28a outer conical surface (of the pin) 28b pin thread 28c front of the rudder pin 28d centering diameter (for centering ring) 29 screw (of the pin) 30 centering ring 31 spacer 32 sliding bushing (variant 2) 32a lubrication hole (in the sliding bushing (variant 2)) 33 adjusting screw (variant 2) 33a centering diameter (for steering lever with adjusting screw variant 2) 33b lubrication holes (in the adjusting screw (variant 2)) 33c hexagonal hole in the adjusting screw (variant 2) 33d upper lubrication holes (in the adjusting screw (variant 2)) 33e longitudinal lubrication grooves (in the adjusting screw (variant 2)) 33f circumferential lubrication groove (in the adjusting screw) QUOTES INCLUDED IN THE DESCRIPTION This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature US 602998A

[0008] US 4798394A

[0008] US 4915530A

[0008] US 2022258798A1

[0008] US 2004 / 0262875

[0009] GB 2316050A [0010, 0021]

Claims

A steering axle (a) bearing in which a pivot pin (1) is mounted on the pivot pin (2) in an upper and a lower bearing by means of steering bolts (21, 24) which are fixedly mounted in mutually coaxial cylindrical bores in a fork pin (2) and in the pivot pin (1), wherein the steering bolts (21, 24) bear with their surfaces against corresponding surfaces of the fork pin (2) and are axially fixedly drawn into the fork pin (2) from the outside by means of screws (22, 25), wherein the outside of the bore in the pivot pin (1) of the lower bearing is closed by a lower cover (5) and a bearing (6) for receiving axial forces is located between the lower cover (5) and the steering bolt (21), characterized in that a) the mutually coaxial cylindrical bores of the fork pin (2) are designed as through bores, b) the opening of an upper arm of the pivot pin (1) is opened from above by a steering lever (14) is closed,the upper arm of the pivot pin (1) is firmly connected to this arm by means of a screw (16) screwed into this arm, wherein the upper steering pin (24) together with the upper arm of the fork pin (2) is axially clamped by the upper screw (25) via an upper nut (23) screwed into the upper arm of the fork pin (2), c) the lower bolt (21) of the lower bearing is axially clamped to the lower arm of the fork pin (2) by means of the lower screw (22) and a lower nut (20) which is screwed into the lower arm of the fork pin (2), wherein the bearing in the lower area is designed as an axial bearing, in particular as a rolling bearing (6), which is mounted with its lower ring in the lower cover (5) and bears with its upper ring against an end face of the lower bolt (21). Bearing according to claim 1, characterized in that the lower steering pin (21) is mounted in an inner opening of the lower cover (5) by means of a sliding sleeve (7) and the upper steering pin (24) is also mounted in an inner opening of an adjusting screw (13) which is screwed into the upper arm of the pivot pin (1) from above by means of a sliding sleeve (7). Bearing according to claim 2, characterized in that the upper bearing has disc springs (11) for damping vibrations, which are inserted between the head of the upper screw (25) and an inner surface of the adjusting screw (13). Bearing according to claim 3, characterized in that the adjusting screw (13) is designed such that it serves to center the steering lever (14) via its outer diameter and is provided via its inner diameter for adjusting a preload of the disc springs (11) as well as for ensuring the correct seating of the sliding sleeve (7). Bearing according to one of claims 1 to 4, characterized in that the lower and the upper bearing have a system of lubrication bores (1a, 1b, 5a, 7a, 13c, 13e) and lubrication grooves (1c, 5b, 5c, 13b, 13d) for relubricating the bearing of the steering axle (a). Bearing according to one of claims 1 to 5, characterized in that the upper screw (25) has both a centering collar (25c) for receiving in the upper steering pin (24) and a centering collar (25b) for receiving the disc springs (11), and that the lower screw (22) also has a centering collar (22b) for receiving in the lower steering pin (21) and a centering collar (22a) for receiving the upper ring of the axial bearing (6).

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